Cooperative control system integrating driving and braking and vehicle

Abstract

The invention discloses a driving and braking integrated cooperative control system and a vehicle. The driving and braking integrated cooperative control system comprises a first wheel speed sensor, a second wheel speed sensor, a braking controller and a motor controller, the braking controller is used for receiving a first wheel speed signal collected by the first wheel speed sensor, and the motor controller is used for receiving a second wheel speed signal collected by the second wheel speed sensor; the brake controller is further used for conducting brake control through a second wheel speed signal sent by the motor controller when the first wheel speed signal fails. And the motor controller is also used for performing driving control by using the first wheel speed signal sent by the brake controller when the second wheel speed signal fails. According to the invention, the brake controller and the motor controller are ensured to obtain effective wheel speed signals, and normal brake control and driving control are ensured.

Description

Technical Field

[0001] The present application relates to the technical field of vehicles, and particularly to a collaborative control system integrating drive and brake and a vehicle. Background Art

[0002] The wheel speed sensor detects the wheel speed through the magnetic field change when the wheel rotates. The wheel speed sensor is the signal source for many functions of the vehicle, such as vehicle speed estimation, stationary judgment, reference wheel speed estimation, anti-lock braking system (ABS) control, traction control system (TCS) drive anti-slip control, and drag torque control (DTC). It has a high degree of importance. The failure of the wheel speed sensor often leads to the degradation of the vehicle's drive and brake control functions.

[0003] The wheel speed sensor is arranged at the wheel side where the working environment is changeable, and is prone to faults such as short circuit and open circuit. Moreover, the dynamic area at the wheel side presents complex dynamic spatial torsional motion with the jounce of the suspension, which easily causes fatigue and durability failure of the wheel speed sensor harness. In addition, after a fault occurs in the power supply and sampling circuit of the controller for the wheel speed sensor, an effective wheel speed signal cannot be obtained either. Summary of the Invention

[0004] The present application provides a collaborative control system integrating drive and brake and a vehicle, which can solve the technical problem of being unable to obtain an effective wheel speed signal in the prior art.

[0005] In a first aspect, an embodiment of the present application provides a collaborative control system integrating drive and brake. The collaborative control system integrating drive and brake includes a first wheel speed sensor, a second wheel speed sensor, a brake controller, and a motor controller, wherein: The brake controller is configured to receive a first wheel speed signal collected by the first wheel speed sensor, and the motor controller is configured to receive a second wheel speed signal collected by the second wheel speed sensor; The brake controller is further configured to use the second wheel speed signal sent by the motor controller for brake control when the first wheel speed signal fails; The motor controller is further configured to use the first wheel speed signal sent by the brake controller for drive control when the second wheel speed signal fails.

[0006] In combination with the first aspect, in an implementation, the brake controller and the motor controller communicate based on a private CAN link, and the private CAN link is used for the mutual transmission of wheel speed signals between the brake controller and the motor controller.

[0007] In combination with the first aspect, in one embodiment, when the brake controller detects the failure of the first wheel speed signal, it sends a first acquisition request to the motor controller. After receiving the first acquisition request, the motor controller sends the second wheel speed signal to the brake controller; when the motor controller detects the failure of the second wheel speed signal, it sends a second acquisition request to the brake controller. After receiving the second acquisition request, the brake controller sends the first wheel speed signal to the motor controller.

[0008] In combination with the first aspect, in one embodiment, the brake controller is further configured to send the first wheel speed signal to the motor controller, and the motor controller is further configured to send the second wheel speed signal to the brake controller.

[0009] In combination with the first aspect, in one embodiment, the periods for the brake controller to send the first wheel speed signal to the motor controller and for the motor controller to send the second wheel speed signal to the brake controller are both less than or equal to a preset period.

[0010] In combination with the first aspect, in one embodiment, the preset period is 5 ms.

[0011] In combination with the first aspect, in one embodiment, the brake control includes open road surface anti-skid control and anti-lock control.

[0012] In combination with the first aspect, in one embodiment, the drive control includes torque reduction anti-skid control and drag torque control. Among them, the torque reduction anti-skid control includes reference vehicle speed estimation, drive slip ratio judgment, and triggering a torque reduction request, and the drag torque control includes reference vehicle speed estimation, wheel slip ratio judgment, and triggering a request to reduce negative torque.

[0013] In the second aspect, an embodiment of the present application provides a vehicle, and the vehicle includes an integrated drive and brake cooperative control system as described in the first aspect.

[0014] In the third aspect, an embodiment of the present application provides a vehicle control method, and the vehicle control method includes: The brake controller receives the first wheel speed signal collected by the first wheel speed sensor, and the motor controller receives the second wheel speed signal collected by the second wheel speed sensor; When the first wheel speed signal fails, the brake controller uses the second wheel speed signal sent by the motor controller for brake control; When the second wheel speed signal fails, the motor controller uses the first wheel speed signal sent by the brake controller for drive control.

[0015] In combination with the third aspect, in one embodiment, the brake controller and the motor controller communicate based on a private CAN link, and the private CAN link is used for the mutual transmission of wheel speed signals between the brake controller and the motor controller.

[0016] In combination with the third aspect, in one embodiment, the vehicle control method further includes: When the brake controller detects that the first wheel speed signal fails, it sends a first acquisition request to the motor controller. After receiving the first acquisition request, the motor controller sends the second wheel speed signal to the brake controller; When the motor controller detects that the second wheel speed signal fails, it sends a second acquisition request to the brake controller. After receiving the second acquisition request, the brake controller sends the first wheel speed signal to the motor controller.

[0017] In combination with the third aspect, in one embodiment, the vehicle control method further includes: After receiving the first wheel speed signal collected by the first wheel speed sensor, the brake controller sends the first wheel speed signal to the motor controller; After receiving the second wheel speed signal collected by the second wheel speed sensor, the motor controller sends the second wheel speed signal to the brake controller; Wherein, the periods of the brake controller sending the first wheel speed signal to the motor controller and the motor controller sending the second wheel speed signal to the brake controller are both less than or equal to a preset period, and the preset period is 5 ms.

[0018] Fourth aspect, an embodiment of the present application provides a vehicle control device, which includes a processor, a memory, and a vehicle control program stored on the memory and executable by the processor. When the vehicle control program is executed by the processor, the steps of the vehicle control method as described in the third aspect are implemented.

[0019] Fifth aspect, an embodiment of the present application provides a computer-readable storage medium, on which a vehicle control program is stored. When the vehicle control program is executed by a processor, the steps of the vehicle control method as described in the third aspect are implemented.

[0020] The beneficial effects brought by the technical solutions provided by the embodiments of the present application include: In the embodiments of the present application, the collaborative control system integrating drive and brake includes a first wheel speed sensor, a second wheel speed sensor, a brake controller, and a motor controller, where: The brake controller is configured to receive the first wheel speed signal collected by the first wheel speed sensor, and the motor controller is configured to receive the second wheel speed signal collected by the second wheel speed sensor; The brake controller is further configured to perform brake control using the second wheel speed signal sent by the motor controller when the first wheel speed signal fails; The motor controller is further configured to perform drive control using the first wheel speed signal sent by the brake controller when the second wheel speed signal fails. Through the embodiments of the present application, the brake controller and the motor controller respectively collect wheel speed signals, and when the wheel speed signal collected by either party fails, the wheel speed signal collected by the other party can be reused, ensuring that the brake controller and the motor controller can obtain effective wheel speed signals, and guaranteeing normal brake control and drive control. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 is a schematic framework diagram of an embodiment of the collaborative control system integrating drive and brake of the present application; Figure 2 is a schematic flowchart of an embodiment of the vehicle control method of the present application; Figure 3 is a schematic hardware structure diagram of the vehicle control device involved in the solution of the embodiments of the present application. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0022] In order to enable those skilled in the art to better understand the solution of the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present application without creative efforts shall fall within the protection scope of the present application.

[0023] To make the purpose, technical solution, and advantages of the present application clearer, the embodiments of the present application will be further described in detail below with reference to the drawings.

[0024] In a first aspect, the embodiments of the present application provide a collaborative control system integrating drive and brake.

[0025] In one embodiment, referring to Figure 1 , Figure 1 is a schematic framework diagram of an embodiment of the collaborative control system integrating drive and brake of the present application. As Figure 1 shown, the collaborative control system integrating drive and brake includes a first wheel speed sensor 10, a second wheel speed sensor 20, a brake controller 30, and a motor controller 40, where: The braking controller 30 is configured to receive the first wheel speed signal collected by the first wheel speed sensor 10, and the motor controller 40 is configured to receive the second wheel speed signal collected by the second wheel speed sensor 20; the braking controller 30 is further configured to use the second wheel speed signal sent by the motor controller 40 for braking control when the first wheel speed signal fails; the motor controller 40 is further configured to use the first wheel speed signal sent by the braking controller 30 for driving control when the second wheel speed signal fails.

[0026] In this embodiment, as Figure 1 shown, taking a vehicle including four wheels as an example, the first wheel speed sensor 10 includes a wheel speed sensor 101 for collecting the wheel speed of the left front wheel, a wheel speed sensor 102 for collecting the wheel speed of the right front wheel, a wheel speed sensor 103 for collecting the wheel speed of the left rear wheel, and a wheel speed sensor 104 for collecting the wheel speed of the right rear wheel; similarly, the second wheel speed sensor 20 includes a wheel speed sensor 201 for collecting the wheel speed of the left front wheel, a wheel speed sensor 202 for collecting the wheel speed of the right front wheel, a wheel speed sensor 203 for collecting the wheel speed of the left rear wheel, and a wheel speed sensor 204 for collecting the wheel speed of the right rear wheel.

[0027] For the braking controller 30, it receives the left front wheel speed signal sig_101 collected by the wheel speed sensor 101, the right front wheel speed signal sig_102 collected by the wheel speed sensor 102, the left rear wheel speed signal sig_103 collected by the wheel speed sensor 103, and the right rear wheel speed signal sig_104 collected by the wheel speed sensor 104; for the motor controller 40, it receives the left front wheel speed signal sig_201 collected by the wheel speed sensor 201, the right front wheel speed signal sig_202 collected by the wheel speed sensor 202, the left rear wheel speed signal sig_203 collected by the wheel speed sensor 203, and the right rear wheel speed signal sig_204 collected by the wheel speed sensor 204.

[0028] Among them, the first wheel speed sensor 10 is connected to the braking controller 30 through a hard wire, and the braking controller 30 supplies power to and collects signals from the first wheel speed sensor 10. The second wheel speed sensor 20 is connected to the motor controller 40 in the power domain through a hard wire, and the motor controller 40 supplies power to and collects signals from the second wheel speed sensor 20. The braking controller is an integrated braking controller or a wheel-side distributed braking controller.

[0029] Combined with the above description, when the brake controller 30 needs the left front wheel speed signal for brake control, if the left front wheel speed signal sig_101 collected by the wheel speed sensor 101 is invalid, the left front wheel speed signal sig_201 sent by the motor controller 40 is used; similarly, when the brake controller 30 needs the right front wheel speed signal for brake control, if the right front wheel speed signal sig_102 collected by the wheel speed sensor 102 is invalid, the right front wheel speed signal sig_202 sent by the motor controller 40 is used. And so on, when one or more wheel speed signals received by the brake controller 30 itself are invalid, the brake controller 30 receives and uses the corresponding wheel speed signals sent by the motor controller 40 for brake control.

[0030] Correspondingly, when the motor controller 40 needs the left front wheel speed signal for drive control, if the left front wheel speed signal sig_201 collected by the wheel speed sensor 201 is invalid, the left front wheel speed signal sig_101 sent by the brake controller 30 is used; similarly, when the motor controller 40 needs the right front wheel speed signal for drive control, if the right front wheel speed signal sig_202 collected by the wheel speed sensor 202 is invalid, the right front wheel speed signal sig_102 sent by the brake controller 30 is used.

[0031] And so on, when one or more wheel speed signals received by the motor controller 40 itself are invalid, the motor controller 40 receives and uses the corresponding wheel speed signals sent by the brake controller 30 for drive control.

[0032] Among them, it can be that the brake controller 30 communicates directly with the motor controller 40, and the motor controller 40 directly sends the wheel speed signal of the wheel collected by the wheel speed sensor to the brake controller 30; it can also be that the brake controller 30 and the motor controller 40 respectively establish communication connections with the vehicle controller VCU, the motor controller 40 sends the wheel speed signal of the wheel collected by the wheel speed sensor to the vehicle controller VCU, and then the vehicle controller VCU forwards the wheel speed signal of the wheel collected by the wheel speed sensor to the brake controller 30.

[0033] Among them, the invalidation of the wheel speed signal is generally that there is a fault in the wheel speed sensor itself or a fault in the signal transmission link between the wheel speed sensor and the controller. Therefore, after the brake controller 30 / motor controller 40 receives the wheel speed signal collected by the wheel speed sensor, it first performs validity detection on the wheel speed signal. If the wheel speed signal is empty, the wheel speed signal format is incorrect, etc., the wheel speed signal is considered invalid.

[0034] Further, in one embodiment, the brake controller 30 communicates with the motor controller 40 based on a private CAN link 50, and the private CAN link 50 is used for the mutual transmission of wheel speed signals between the brake controller 30 and the motor controller 40.

[0035] In this embodiment, based on the vehicle CAN bus, an additional private CAN link 50 is established between the brake controller 30 and the motor controller 40 for the mutual transmission of wheel speed signals between the brake controller 30 and the motor controller 40. Among them, in a point-to-point physical connection manner, the brake controller 30 and the motor controller 40 are directly connected through a pair of CAN_H / CAN_L lines to form an independent and isolated communication channel, physically separated from other CAN networks in the vehicle.

[0036] The mutual transmission of wheel speed signals between the brake controller 30 and the motor controller 40 is realized through the private CAN link 50, which has the following advantages compared with the conventional communication between the brake controller 30 and the motor controller 40 through the CAN bus: Since there are only two nodes, there is no need for a complex multi-host arbitration mechanism. The communication can be regarded as directional (although the physical layer protocol is still broadcast). There is no situation where multiple nodes compete for the bus, and the sending node can directly transmit data to the receiving node (when the sending node is the brake controller 30, the receiving node is the motor controller 40; when the sending node is the motor controller 40, the receiving node is the brake controller 30), without having to resolve conflicts.

[0037] The communication is limited to the two connected nodes and is physically isolated from other CAN networks. The data will not be monitored by other irrelevant nodes, having a high degree of data isolation and certainty.

[0038] Since there is no arbitration overhead and there is only a single communication flow, theoretically the bandwidth utilization rate is higher, and the communication delay is more deterministic and usually lower (there is no delay in waiting for the bus to be idle or being preempted by high-priority frames).

[0039] The scope of the fault impact is usually limited to the two connected nodes themselves or their controlled local functions, and the physical isolation makes it difficult for the fault to spread to the main network.

[0040] Further, in one embodiment, when the brake controller 30 detects that the first wheel speed signal fails, it sends a first acquisition request to the motor controller 40. After receiving the first acquisition request, the motor controller 40 sends the second wheel speed signal to the brake controller 30; when the motor controller 40 detects that the second wheel speed signal fails, it sends a second acquisition request to the brake controller 30. After receiving the second acquisition request, the brake controller 30 sends the first wheel speed signal to the motor controller 40.

[0041] In this embodiment, referring toFigure 1 When the brake controller 30 detects that the left front wheel speed signal sig_101 collected by the wheel speed sensor 101 is a failure signal after receiving it, it sends a first acquisition request to the motor controller 40 and attaches the identity identifier of the left front wheel to the first acquisition request. After receiving the first acquisition request, the motor controller 40 parses the first acquisition request and, based on the identity identifier of the left front wheel in the parsing result, determines that it needs to feedback the left front wheel speed signal to the brake controller 30 at this time, and thus sends the left front wheel speed signal sig_201 collected by the received wheel speed sensor 201 to the brake controller 30. Similarly, when the brake controller 30 detects that the left front wheel speed signal sig_101 collected by the wheel speed sensor 101 and the right front wheel speed signal sig_102 collected by the wheel speed sensor 102 are failure signals after receiving them, it sends a first acquisition request to the motor controller 40 and attaches the identity identifier of the left front wheel and the identity identifier of the right front wheel to the first acquisition request. After receiving the first acquisition request, the motor controller 40 parses the first acquisition request and, based on the identity identifier of the left front wheel and the identity identifier of the right front wheel in the parsing result, determines that it needs to feedback the left front wheel speed signal and the right front wheel speed signal to the brake controller 30 at this time, and thus sends the left front wheel speed signal sig_201 collected by the received wheel speed sensor 201 and the right front wheel speed signal sig_202 collected by the wheel speed sensor 202 to the brake controller 30.

[0042] And so on. When one or more wheel speed signals received by the brake controller 30 itself fail, a first acquisition request is sent to the motor controller 40 to inform the motor controller 40 of this failure situation, so that the corresponding wheel speed signal sent by the motor controller 40 can be used by the brake controller 30.

[0043] Correspondingly, referring to Figure 1When the motor controller 40 detects that the left front wheel speed signal sig_201 collected by the wheel speed sensor 201 is a failure signal after receiving it, it sends a second acquisition request to the brake controller 30, and attaches the identity identifier of the left front wheel to the second acquisition request. After the brake controller 30 receives the second acquisition request, it parses the second acquisition request, and based on the identity identifier of the left front wheel in the parsing result, it is clear that the wheel speed signal of the left front wheel needs to be fed back to the motor controller 40 at this time, so as to send the left front wheel speed signal sig_101 collected by the received wheel speed sensor 101 to the motor controller 40. Similarly, when the motor controller 40 receives the left front wheel speed signal sig_201 collected by the wheel speed sensor 201 and the right front wheel speed signal sig_202 collected by the wheel speed sensor 202, and then detects that sig_201 and sig_202 are failure signals, it sends a second acquisition request to the brake controller 30, and attaches the identity identifier of the left front wheel and the identity identifier of the right front wheel to the second acquisition request. After the brake controller 30 receives the second acquisition request, it parses the second acquisition request, and based on the identity identifier of the left front wheel and the identity identifier of the right front wheel in the parsing result, it is clear that the wheel speed signals of the left front wheel and the right front wheel need to be fed back to the motor controller 40 at this time, so as to send the left front wheel speed signal sig_101 collected by the received wheel speed sensor 10; and the right front wheel speed signal sig_102 collected by the wheel speed sensor 102 to the motor controller 40. By analogy, when one or more wheel speed signals received by the motor controller 40 itself fail, a first acquisition request is sent to the brake controller 30 to inform the brake controller 30 of the failure situation, so that the corresponding wheel speed signal sent by the brake controller 30 can be used by the motor controller 40.

[0044] In this embodiment, the brake controller 30 and the motor controller 40 only request the wheel speed signals received by the other party when the wheel speed signals collected by the wheel speed sensors directly connected to their own ends fail. Under normal conditions, there is no redundant data transmission, and the load of the transmission line is low, so the bandwidth requirement for the private CAN link is low, which is suitable for entry-level models sensitive to cost.

[0045] In this embodiment, the brake controller 30 and the motor controller 40 only request the wheel speed signals received by the other party when the wheel speed signals collected by the wheel speed sensors directly connected to their own ends fail. Under normal conditions, there is no redundant data transmission, and the load of the transmission line is low, so the bandwidth requirement for the private CAN link is low, which is suitable for entry-level models sensitive to cost.

[0046] Furthermore, in order to ensure that when a wheel speed signal received by one end fails, the wheel speed signal can be successfully obtained from the other end for replacement, it is necessary to ensure that the two ends can communicate normally based on the private CAN link 50. Then, a heartbeat packet monitoring mechanism can be further designed to monitor the communication quality of the private CAN link 50 and repair it in time when problems are found, ensuring that the brake controller 30 and the motor controller 40 can communicate normally based on the private CAN link 50.

[0047] Further, in one embodiment, the brake controller is further configured to send the first wheel speed signal to the motor controller, and the motor controller is further configured to send the second wheel speed signal to the brake controller.

[0048] In this embodiment, referring to Figure 1 , for the brake controller 30, regardless of whether there is a failed wheel speed signal among the left front wheel speed signal sig_201 collected by the wheel speed sensor 201, the right front wheel speed signal sig_202 collected by the wheel speed sensor 202, the left rear wheel speed signal sig_203 collected by the wheel speed sensor 203, and the right rear wheel speed signal sig_204 collected by the wheel speed sensor 204 received by the motor controller 40, the brake controller 30 directly sends the left front wheel speed signal sig_101 collected by the wheel speed sensor 101, the right front wheel speed signal sig_102 collected by the wheel speed sensor 102, the left rear wheel speed signal sig_103 collected by the wheel speed sensor 103, and the right rear wheel speed signal sig_104 collected by the wheel speed sensor 104 it receives to the motor controller 40. According to the description above, for the motor controller 40, the wheel speed signals it obtains include: The left front wheel speed signal sig_101 collected by the wheel speed sensor 101, the right front wheel speed signal sig_102 collected by the wheel speed sensor 102, the left rear wheel speed signal sig_103 collected by the wheel speed sensor 103, the right rear wheel speed signal sig_104 collected by the wheel speed sensor 104, the left front wheel speed signal sig_201 collected by the wheel speed sensor 201, the right front wheel speed signal sig_202 collected by the wheel speed sensor 202, the left rear wheel speed signal sig_203 collected by the wheel speed sensor 203, and the right rear wheel speed signal sig_204 collected by the wheel speed sensor 204.

[0049] When the motor controller 40 performs drive control, if the left front wheel speed signal sig_201 is valid, the left front wheel speed signal sig_201 is directly used; if the left front wheel speed signal sig_201 fails, the left front wheel speed signal sig_101 is used. If the right front wheel speed signal sig_202 is valid, the right front wheel speed signal sig_202 is directly used; if the right front wheel speed signal sig_202 fails, the right front wheel speed signal sig_102 is used. If the left rear wheel speed signal sig_203 is valid, the left rear wheel speed signal sig_203 is directly used; if the left rear wheel speed signal sig_203 fails, the left rear wheel speed signal sig_103 is used. If the right rear wheel speed signal sig_204 is valid, the right rear wheel speed signal sig_204 is directly used; if the right rear wheel speed signal sig_204 fails, the right rear wheel speed signal sig_104 is used.

[0050] Referring to Figure 1 , for the motor controller 40, regardless of whether there are any failed wheel speed signals among the left front wheel speed signal sig_101 collected by the wheel speed sensor 101, the right front wheel speed signal sig_102 collected by the wheel speed sensor 102, the left rear wheel speed signal sig_103 collected by the wheel speed sensor 103, and the right rear wheel speed signal sig_104 collected by the wheel speed sensor 104 received by the brake controller 30, the motor controller 40 directly sends the left front wheel speed signal sig_201 collected by the wheel speed sensor 201, the right front wheel speed signal sig_202 collected by the wheel speed sensor 202, the left rear wheel speed signal sig_203 collected by the wheel speed sensor 203, and the right rear wheel speed signal sig_204 collected by the wheel speed sensor 204 it receives to the brake controller 30. According to the description above, for the brake controller 30, the wheel speed signals it obtains include: The left front wheel speed signal sig_101 collected by the wheel speed sensor 101, the right front wheel speed signal sig_102 collected by the wheel speed sensor 102, the left rear wheel speed signal sig_103 collected by the wheel speed sensor 103, the right rear wheel speed signal sig_104 collected by the wheel speed sensor 104, the left front wheel speed signal sig_201 collected by the wheel speed sensor 201, the right front wheel speed signal sig_202 collected by the wheel speed sensor 202, the left rear wheel speed signal sig_203 collected by the wheel speed sensor 203, and the right rear wheel speed signal sig_204 collected by the wheel speed sensor 204.

[0051] When the brake controller 30 performs brake control, if the left front wheel speed signal sig_101 is valid, the left front wheel speed signal sig_101 is directly used; if the left front wheel speed signal sig_101 fails, the left front wheel speed signal sig_201 is used; if the right front wheel speed signal sig_102 is valid, the right front wheel speed signal sig_102 is directly used; if the right front wheel speed signal sig_102 fails, the right front wheel speed signal sig_202 is used; if the left rear wheel speed signal sig_103 is valid, the left rear wheel speed signal sig_103 is directly used; if the left rear wheel speed signal sig_103 fails, the left rear wheel speed signal sig_203 is used; if the right rear wheel speed signal sig_104 is valid, the right rear wheel speed signal sig_104 is directly used; if the right rear wheel speed signal sig_104 fails, the right rear wheel speed signal sig_204 is used.

[0052] In this embodiment, the brake controller 30 and the motor controller 40 continuously share the wheel speed signals with each other. When any controller detects that the wheel speed signal collected by the wheel speed sensor directly connected to its own end fails, it can instantaneously switch to the wheel speed signal sent by the opposite end without communication negotiation. For example, when the brake controller 30 performs ABS braking, if it detects that the wheel speed signal is lost, if it needs to request data across the controller, the braking force may fluctuate or the vehicle may become unstable due to the negotiation delay. However, through this embodiment, such risks can be completely avoided.

[0053] Furthermore, for the brake controller 30 and the motor controller 40, both can receive dual-channel wheel speed signals, and then dynamic error compensation (such as temperature drift correction and noise filtering) can be achieved based on the comparison of the dual-channel wheel speed signals. For example, the motor controller 40 can fuse the two-channel wheel speed signals to calculate a more accurate slip ratio, optimize the TCS torque response, and the control accuracy can be improved by 15% - 30% compared with the single signal source.

[0054] Furthermore, in one embodiment, the periods of the brake controller sending the first wheel speed signal to the motor controller and the motor controller sending the second wheel speed signal to the brake controller are both less than or equal to a preset period.

[0055] In this embodiment, the brake controller 30 receives the left front wheel speed signal sig_101 collected by the wheel speed sensor 101, the right front wheel speed signal sig_102 collected by the wheel speed sensor 102, the left rear wheel speed signal sig_103 collected by the wheel speed sensor 103, and the right rear wheel speed signal sig_104 collected by the wheel speed sensor 104 at a certain frequency. Similarly, the motor controller 40 receives the left front wheel speed signal sig_201 collected by the wheel speed sensor 201, the right front wheel speed signal sig_202 collected by the wheel speed sensor 202, the left rear wheel speed signal sig_203 collected by the wheel speed sensor 203, and the right rear wheel speed signal sig_204 collected by the wheel speed sensor 204 at a certain frequency.

[0056] In order to timely share the left front wheel speed signal sig_101 collected by the wheel speed sensor 101, the right front wheel speed signal sig_102 collected by the wheel speed sensor 102, the left rear wheel speed signal sig_103 collected by the wheel speed sensor 103, and the right rear wheel speed signal sig_104 collected by the wheel speed sensor 104 with the motor controller 40, the brake controller 30 needs to send them at the minimum transmission period that the private CAN link 50 can bear.

[0057] Similarly, in order to timely share the left front wheel speed signal sig_201 collected by the wheel speed sensor 201, the right front wheel speed signal sig_202 collected by the wheel speed sensor 202, the left rear wheel speed signal sig_203 collected by the wheel speed sensor 203, and the right rear wheel speed signal sig_204 collected by the wheel speed sensor 204 with the brake controller 30, the motor controller 40 needs to send them at the minimum transmission period that the private CAN link 50 can bear.

[0058] Among them, the periods for the brake controller 30 to send the first wheel speed signal to the motor controller 40 and for the motor controller 40 to send the second wheel speed signal to the brake controller 30 are both less than or equal to a preset period, and the preset period is 5 ms. Specifically: The brake controller 30 sends the latest received first wheel speed signal to the motor controller 40 at a period less than or equal to 5 ms; the motor controller 40 sends the latest received second wheel speed signal to the brake controller 30 at a period less than or equal to 5 ms. Alternatively, the brake controller 30 sends the first wheel speed signal to the motor controller 40 in the order of reception at a period less than or equal to 5 ms, that is, the first received first wheel speed signal is sent first, and the later received first wheel speed signal is sent later; The motor controller 40 sends the second wheel speed signal to the brake controller 30 in the order of reception at a period less than or equal to 5 ms, that is, the first received second wheel speed signal is sent first, and the later received second wheel speed signal is sent later.

[0059] In this embodiment, the private CAN link 50 is essentially a CAN link. Since the private CAN link 50 has no arbitration overhead and only a single communication flow, theoretically, the bandwidth utilization rate is higher. Therefore, it is sufficient to support the brake controller 30 to send the first wheel speed signal to the motor controller 40 with a transmission cycle of less than 5 ms, and the motor controller 40 to send the second wheel speed signal to the brake controller 30 with a transmission cycle of less than 5 ms.

[0060] In the embodiment of the present application, the cooperative control system integrating drive and brake includes a first wheel speed sensor, a second wheel speed sensor, a brake controller, and a motor controller, where: the brake controller is configured to receive the first wheel speed signal collected by the first wheel speed sensor, and the motor controller is configured to receive the second wheel speed signal collected by the second wheel speed sensor; the brake controller is further configured to use the second wheel speed signal sent by the motor controller for brake control when the first wheel speed signal fails; the motor controller is further configured to use the first wheel speed signal sent by the brake controller for drive control when the second wheel speed signal fails. Through the embodiment of the present application, the brake controller and the motor controller respectively collect wheel speed signals, and when the wheel speed signal collected by either party fails, the wheel speed signal collected by the other party can be reused, ensuring that the brake controller and the motor controller can obtain effective wheel speed signals, and guaranteeing normal brake control and drive control.

[0061] Further, in one embodiment, the brake control includes open road surface anti-skid control and anti-lock control.

[0062] In this embodiment, the open road surface refers to a road condition where there is a significant difference in the adhesion coefficient of the road surfaces where the left and right wheels of the vehicle are located. For example, one side is a dry road surface (high adhesion coefficient), and the other side is a waterlogged or snowy road surface (low adhesion coefficient). In this road condition, the vehicle is prone to deflection or out-of-control when braking or accelerating.

[0063] Taking the vehicle including four wheels as an example, the brake controller identifies whether the vehicle is on an open road surface through the left front wheel speed signal, the right front wheel speed signal, the left rear wheel speed signal, and the right rear wheel speed signal. The involved principle is as follows: When the vehicle is driving on an open road surface (such as the left side of the road is dry and the right side is icy or snowy), the driving resistance of the wheels on the side with a lower adhesion coefficient decreases or is more likely to lock when braking, resulting in an instantaneous increase in the rotational speed difference between the left and right wheels. The brake controller compares the left front wheel speed signal with the right front wheel speed signal, and compares the left rear wheel speed signal with the right rear wheel speed signal. If the rotational speed difference between the two wheels on the same axle exceeds a set threshold (for example, > 20%) and persists, it can be determined that the vehicle is on an open road surface.

[0064] Alternatively, during acceleration or constant-speed driving, the wheels on the high-grip side have a strong grip, resulting in a relatively large resistance and a lower rotational speed; while the wheels on the low-grip side have a smaller resistance and a significantly increased rotational speed. This asymmetric rotational speed distribution is the most direct dynamic characteristic of a split road surface. Based on this, the braking controller determines whether the vehicle is on a split road surface by comparing the wheel speed signals of the left front wheel with those of the right front wheel, and comparing the wheel speed signals of the left rear wheel with those of the right rear wheel. If the rotational speed difference between the wheels on both sides of the same axle exceeds a set threshold (e.g., > 20%) and persists, it can be determined that the vehicle is on a split road surface.

[0065] The braking controller 30 can also be used to perform anti-lock control. Specifically, the braking controller 30 determines the locking tendency of each wheel based on the wheel speed signals of the left front wheel, the right front wheel, the left rear wheel, and the right rear wheel, and then performs functions such as the ABS anti-lock function for wheels, the electronic brake force distribution EBD function, and the CBC cornering assistance function.

[0066] Among them, the wheel speed signal of the left front wheel can be the wheel speed signal sig_101 of the left front wheel collected by the wheel speed sensor 101 received by the braking controller 30, or the wheel speed signal sig_201 of the left front wheel collected by the wheel speed sensor 201 provided by the motor controller 40; the wheel speed signal of the right front wheel can be the wheel speed signal sig_102 of the right front wheel collected by the wheel speed sensor 102 received by the braking controller 30, or the wheel speed signal sig_202 of the right front wheel collected by the wheel speed sensor 202 provided by the motor controller 40; the wheel speed signal of the left rear wheel can be the wheel speed signal sig_103 of the left rear wheel collected by the wheel speed sensor 103 received by the braking controller 30, or the wheel speed signal sig_203 of the left rear wheel collected by the wheel speed sensor 203 provided by the motor controller 40; the wheel speed signal of the right rear wheel can be the wheel speed signal sig_104 of the right rear wheel collected by the wheel speed sensor 104 received by the braking controller 30, or the wheel speed signal sig_204 of the right rear wheel collected by the wheel speed sensor 204 provided by the motor controller 40. That is, the braking controller 30 preferentially uses the wheel speed signals collected by the wheel speed sensors 101, 102, 103, and 104. When one or more of the wheel speed signals are invalid, the wheel speed signals provided by the motor controller 40 are used for substitution.

[0067] Furthermore, in one embodiment, the drive control includes torque reduction anti-skid control and drag torque control. Among them, the torque reduction anti-skid control includes reference vehicle speed estimation, drive slip ratio judgment, and triggering a torque reduction request, and the drag torque control includes reference vehicle speed estimation, wheel slip ratio judgment, and triggering a request to reduce negative torque.

[0068] In this embodiment, the motor controller 40 integrates the torque reduction control function for driving anti-skid, that is, functions such as reference vehicle speed estimation, driving slip rate judgment, and triggering torque reduction requests, which were originally performed by the brake controller 30, are moved to the motor controller 40. The closed-loop torque reduction control for driving anti-skid is carried out inside the motor, wheel speed sensor, and motor controller 40. Instead of the motor controller 40 transmitting the driving torque to the brake controller 30, and the brake controller 30 obtaining the wheel speed and driving torque for arithmetic processing and then sending the torque reduction request to the motor controller 40, or the brake controller 30 obtaining the wheel speed to calculate the reference vehicle speed and then sending the reference vehicle speed to the motor controller, and the motor controller controlling torque reduction to avoid driving wheel slip according to the obtained reference vehicle speed and driving slip rate. When the second wheel speed signal is valid, the motor controller 40 directly uses the second wheel speed signal. When the second wheel speed signal is invalid, it uses the first wheel speed signal provided by the brake controller 30, shortening the time of the entire closed-loop control from more than 50 - 100 ms to within 5 ms. At the same time, it avoids the deviation of calculating the driving wheel speed using the motor speed in the prior art, can quickly suppress the wheel slip, restore the tire adhesion, and avoid the problems of understeer and oversteer caused by vehicle slip, resulting in vehicle instability.

[0069] The motor controller 40 integrates the drag torque control function, that is, functions such as reference vehicle speed estimation, wheel slip rate judgment, and triggering reduction of negative torque requests, which were conventionally performed by the brake controller 30, are moved to the motor controller 40. The closed-loop torque reduction control for driving anti-skid is carried out inside the motor, wheel speed sensor, and motor controller 40. Instead of the motor controller 40 transmitting the energy recovery negative torque to the brake controller 30, and the brake controller 30 obtaining the negative torque and wheel speed for arithmetic processing and then sending the reduction of energy recovery negative request to the motor controller 40, or the brake controller 30 obtaining the wheel speed to calculate the reference vehicle speed and then sending the reference vehicle speed to the motor controller, and the motor controller obtaining the reference vehicle speed and the energy recovery slip rate to execute the torque increase request to avoid driving wheel lock-up. When the second wheel speed signal is valid, the motor controller directly uses the second wheel speed signal to judge the driving wheel slip rate. When the second wheel speed signal is invalid, it uses the first wheel speed signal provided by the brake controller 30, shortening the time of the entire closed-loop control from more than 50 - 100 ms to within 5 ms. At the same time, it avoids the deviation of calculating the driving wheel energy recovery speed using the motor speed in the prior art, significantly improving the real-time performance of the drag torque control.

[0070] Among them, the left front wheel speed signal can be the left front wheel speed signal sig_201 collected by the wheel speed sensor 201 received by the motor controller 40, or the left front wheel speed signal sig_101 collected by the wheel speed sensor 101 provided by the brake controller 30; the right front wheel speed signal can be the right front wheel speed signal sig_202 collected by the wheel speed sensor 202 received by the motor controller 40, or the right front wheel speed signal sig_102 collected by the wheel speed sensor 102 provided by the brake controller 30; the left rear wheel speed signal can be the left rear wheel speed signal sig_203 collected by the wheel speed sensor 203 received by the motor controller 40, or the left rear wheel speed signal sig_103 collected by the wheel speed sensor 103 provided by the brake controller 30; the right rear wheel speed signal can be the right rear wheel speed signal sig_204 collected by the wheel speed sensor 204 received by the motor controller 40, or the right rear wheel speed signal sig_104 collected by the wheel speed sensor 104 provided by the brake controller 30. That is, the motor controller 40 preferentially uses the wheel speed signals collected by the wheel speed sensor 201, the wheel speed sensor 202, the wheel speed sensor 203, and the wheel speed sensor 204. When one or more of the wheel speed signals are invalid, the wheel speed signals provided by the brake controller 30 are used for substitution.

[0071] In a second aspect, an embodiment of the present application further provides a vehicle.

[0072] In one embodiment, the vehicle includes the integrated drive and brake collaborative control system as described in the first aspect.

[0073] In this embodiment, the vehicle performs drive control and brake control based on the integrated drive and brake collaborative control system. For specific embodiments, reference may be made to the description in the first aspect above. Of course, the vehicle also includes other conventional components, which will not be elaborated here.

[0074] In a third aspect, an embodiment of the present application further provides a vehicle control method.

[0075] Referring to Figure 2 , Figure 2 is a schematic flow chart of an embodiment of the vehicle control method of the present application. As Figure 2 shown, the vehicle control method includes: Step S10, the brake controller receives the first wheel speed signal collected by the first wheel speed sensor, and the motor controller receives the second wheel speed signal collected by the second wheel speed sensor; Step S20, when the first wheel speed signal fails, the brake controller uses the second wheel speed signal sent by the motor controller for brake control; Step S30, when the second wheel speed signal fails, the motor controller uses the first wheel speed signal sent by the brake controller for drive control.

[0076] Further, in one embodiment, the brake controller and the motor controller communicate based on a private CAN link, and the private CAN link is used for transmitting wheel speed signals between the brake controller and the motor controller.

[0077] Further, in one embodiment, the vehicle control method further includes: When the brake controller detects that the first wheel speed signal fails, it sends a first acquisition request to the motor controller. After receiving the first acquisition request, the motor controller sends the second wheel speed signal to the brake controller; When the motor controller detects that the second wheel speed signal fails, it sends a second acquisition request to the brake controller. After receiving the second acquisition request, the brake controller sends the first wheel speed signal to the motor controller.

[0078] Further, in one embodiment, the vehicle control method further includes: After receiving the first wheel speed signal collected by the first wheel speed sensor, the brake controller sends the first wheel speed signal to the motor controller; After receiving the second wheel speed signal collected by the second wheel speed sensor, the motor controller sends the second wheel speed signal to the brake controller; Wherein, the periods of the brake controller sending the first wheel speed signal to the motor controller and the motor controller sending the second wheel speed signal to the brake controller are both less than or equal to a preset period, and the preset period is 5 ms.

[0079] Further, in one embodiment, the brake control includes open road surface anti-skid control and anti-lock control.

[0080] Further, in one embodiment, the drive control includes torque reduction anti-skid control and drag torque control. Among them, the torque reduction anti-skid control includes reference vehicle speed estimation, drive slip ratio judgment, and triggering a torque reduction request, and the drag torque control includes reference vehicle speed estimation, wheel slip ratio judgment, and triggering a request to reduce negative torque.

[0081] Among them, specific embodiments of the vehicle control method can refer to the various embodiments of the first aspect, and will not be elaborated here.

[0082] In a fourth aspect, an embodiment of the present application provides a vehicle control device.

[0083] Referring to Figure 3 , Figure 3 is a schematic hardware structure diagram of the vehicle control device involved in the solution of the embodiment of the present application. In the embodiment of the present application, the vehicle control device may include a processor, a memory, a communication interface, and a communication bus.

[0084] Among them, the communication bus can be of any type and is used to interconnect the processor, the memory, and the communication interface.

[0085] The communication interface includes interfaces such as input / output (I / O) interfaces, physical interfaces, and logical interfaces for interconnecting components inside the vehicle control device, as well as interfaces for interconnecting the vehicle control device with other devices (such as other computing devices or user devices). The physical interface can be an Ethernet interface, a fiber optic interface, an ATM interface, etc.; the user device can be a display, a keyboard, etc.

[0086] The memory can be various types of storage media, such as random access memory (RAM), read-only memory (ROM), non-volatile RAM (NVRAM), flash memory, optical memory, hard disk, programmable ROM (PROM), erasable PROM (EPROM), electrically erasable PROM (EEPROM), etc.

[0087] The processor can be a general-purpose processor, and the general-purpose processor can call the vehicle control program stored in the memory and execute the vehicle control method provided in the embodiments of the present application. For example, the general-purpose processor can be a central processing unit (CPU). Among them, the method executed when the vehicle control program is called can refer to the various embodiments of the vehicle control method of the present application, which will not be elaborated here.

[0088] Those skilled in the art can understand that Figure 3 the hardware structure shown in

[0089] does not constitute a limitation to the present application, and may include more or fewer components than shown in the figure, or combine certain components, or have different component arrangements.

[0090] The computer-readable storage medium of the present application stores a vehicle control program, and when the vehicle control program is executed by a processor, the steps of the vehicle control method as described above are implemented.

[0091] Among them, the method implemented when the vehicle control program is executed can refer to the various embodiments of the vehicle control method of the present application, which will not be elaborated here.

[0092] It should be noted that the serial numbers of the embodiments of the present application above are only for description and do not represent the superiority or inferiority of the embodiments.

[0093] The terms "including" and "having" and any variations thereof in the description of the specification, claims and drawings of the present application are intended to cover non-exclusive inclusion. For example, a process, method, system, product or device that includes a series of steps or units is not limited to the listed steps or units, but optionally further includes steps or units not listed, or optionally further includes other steps or units inherent to these processes, methods, products or devices. The descriptions such as "first", "second" and "third" are used to distinguish different objects, etc., and do not represent the order of precedence, nor do they limit that "first", "second" and "third" are of different types.

[0094] In the description of the embodiments of the present application, words such as "exemplary", "for example" or "for instance" are used to indicate examples, illustrations or explanations. Any embodiment or design solution described as "exemplary", "for example" or "for instance" in the embodiments of the present application should not be construed as being more preferred or having more advantages than other embodiments or design solutions. Rather, the use of words such as "exemplary", "for example" or "for instance" is intended to present the relevant concepts in a specific manner.

[0095] In the description of the embodiments of the present application, unless otherwise specified, " / " means "or". For example, A / B may mean A or B; "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships. For example, A and / or B may represent: A exists alone, A and B exist simultaneously, and B exists alone. In addition, in the description of the embodiments of the present application, "a plurality of" means two or more than two.

[0096] In some of the processes described in the embodiments of the present application, a plurality of operations or steps appear in a specific order. However, it should be understood that these operations or steps may not be executed in the order in which they appear in the embodiments of the present application or may be executed in parallel. The serial numbers of the operations are only used to distinguish different operations, and the serial numbers themselves do not represent any order of execution. In addition, these processes may include more or fewer operations, and these operations or steps may be executed in sequence or in parallel, and these operations or steps may be combined.

[0097] Through the description of the above embodiments, those skilled in the art can clearly understand that the above-described embodiment methods can be implemented by means of software plus a necessary general hardware platform. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on such an understanding, the technical solution of the present application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium as described above (such as ROM / RAM, magnetic disk, optical disk), and includes several instructions for causing a terminal device to execute the methods described in various embodiments of the present application.

[0098] The above are only the preferred embodiments of the present application, and do not limit the patent scope of the present application. Any equivalent structure or equivalent process transformation made by using the content of the specification and drawings of the present application, or directly or indirectly applied in other related technical fields, shall be equally included in the patent protection scope of the present application.

Claims

1. A collaborative control system integrating driving and braking, characterized in that, The collaborative control system integrating drive and brake includes a first wheel speed sensor, a second wheel speed sensor, a brake controller, and a motor controller, where: The brake controller is configured to receive the first wheel speed signal collected by the first wheel speed sensor, and the motor controller is configured to receive the second wheel speed signal collected by the second wheel speed sensor; The brake controller is further configured to perform brake control using the second wheel speed signal sent by the motor controller when the first wheel speed signal fails; The motor controller is further configured to perform drive control using the first wheel speed signal sent by the brake controller when the second wheel speed signal fails.

2. The collaborative control system for integrated drive and braking according to claim 1, characterized in that The brake controller and the motor controller communicate based on a private CAN link, and the private CAN link is used for the mutual transmission of wheel speed signals between the brake controller and the motor controller.

3. The collaborative control system for integrated drive and braking according to claim 2, characterized in that When the brake controller detects that the first wheel speed signal fails, it sends a first acquisition request to the motor controller. After receiving the first acquisition request, the motor controller sends the second wheel speed signal to the brake controller; when the motor controller detects that the second wheel speed signal fails, it sends a second acquisition request to the brake controller. After receiving the second acquisition request, the brake controller sends the first wheel speed signal to the motor controller.

4. The collaborative control system for integrated drive and braking according to claim 2, characterized in that, The brake controller is further configured to send the first wheel speed signal to the motor controller, and the motor controller is further configured to send the second wheel speed signal to the brake controller.

5. The collaborative control system for integrated drive and braking according to claim 4, characterized in that The periods for the brake controller to send the first wheel speed signal to the motor controller and for the motor controller to send the second wheel speed signal to the brake controller are both less than or equal to a preset period.

6. The collaborative control system for integrated drive and braking according to claim 5, characterized in that, The preset period is 5 ms.

7. The collaborative control system for integrated drive and braking according to claim 1, characterized in that, The brake control includes open road surface anti-skid control and anti-lock control.

8. The collaborative control system for integrated drive and braking according to claim 1, characterized in that, The drive control includes torque reduction anti-skid control and drag torque control. Among them, the torque reduction anti-skid control includes reference vehicle speed estimation, drive slip ratio judgment, and triggering a torque reduction request, and the drag torque control includes reference vehicle speed estimation, wheel slip ratio judgment, and triggering a negative torque reduction request.

9. A vehicle, characterized in that, The vehicle includes the collaborative control system integrating drive and brake according to any one of claims 1 to 8.

10. A vehicle control method, characterized in that, The vehicle control method includes: The brake controller receives the first wheel speed signal collected by the first wheel speed sensor, and the motor controller receives the second wheel speed signal collected by the second wheel speed sensor; When the first wheel speed signal fails, the brake controller performs brake control using the second wheel speed signal sent by the motor controller; When the second wheel speed signal fails, the motor controller performs drive control using the first wheel speed signal sent by the brake controller.

11. The vehicle control method according to claim 10, wherein, The brake controller and the motor controller communicate based on a private CAN link, and the private CAN link is used for the mutual transmission of wheel speed signals between the brake controller and the motor controller.

12. The vehicle control method according to claim 11, wherein, The vehicle control method further includes: When the brake controller detects that the first wheel speed signal fails, it sends a first acquisition request to the motor controller. After receiving the first acquisition request, the motor controller sends the second wheel speed signal to the brake controller; When the motor controller detects that the second wheel speed signal fails, it sends a second acquisition request to the brake controller. After receiving the second acquisition request, the brake controller sends the first wheel speed signal to the motor controller.

13. The vehicle control method according to claim 11, wherein, The vehicle control method further includes: After receiving the first wheel speed signal collected by the first wheel speed sensor, the brake controller sends the first wheel speed signal to the motor controller; After receiving the second wheel speed signal collected by the second wheel speed sensor, the motor controller sends the second wheel speed signal to the brake controller; Among them, the periods of the brake controller sending the first wheel speed signal to the motor controller and the motor controller sending the second wheel speed signal to the brake controller are both less than or equal to a preset period, and the preset period is 5 ms.

14. A vehicle control device, characterized in that, The vehicle control device includes a processor, a memory, and a vehicle control program stored on the memory and executable by the processor. When the vehicle control program is executed by the processor, the steps of the vehicle control method according to any one of claims 10 to 13 are implemented.

15. A computer-readable storage medium, characterized in that, A vehicle control program is stored on the computer-readable storage medium. When the vehicle control program is executed by a processor, the steps of the vehicle control method according to any one of claims 10 to 13 are implemented.

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