Integrated chassis control system, vehicle and control method

Abstract

The embodiment of the invention provides an integrated chassis control system, a vehicle and a control method, the integrated chassis control system comprises an integrated controller, and a circuit board where the integrated controller is located is integrated with a first sensor interface group, a second sensor interface group and a controller, the second sensor interface group is provided with an electrical interface for connecting a plurality of suspension sensors; an input pin of the central processing unit is connected with circuit output ends of the first sensor interface group and the second sensor interface group; the circuit board of each wheel end controller is integrated with a local processor, a plurality of wheel end controllers and a controller, the input end of the motor driving circuit is connected with the local processor, and the output end of the motor driving circuit is connected with a brake actuator; the input end of the electromagnetic valve driving circuit is connected with the local processor, and the output end is used for being connected with a shock absorber execution element; and a dedicated communication link. The embodiment of the invention can improve the integration level and reduce the hardware cost.

Description

Technical Field

[0001] This application relates to the field of automotive control, and more specifically, embodiments of this application relate to an integrated chassis control system, a vehicle, and a control method. Background Technology

[0002] Current automotive chassis control generally adopts a distributed architecture, meaning that multiple independent control systems control braking, suspension, and steering respectively. For example, in existing technology, the system used to perform braking control is a brake-by-wire system, and the system used to perform suspension control is an electronically controlled damping system. That is, the existing brake-by-wire system and electronically controlled damping system are two independent control systems.

[0003] The brake-by-wire (EMB) system includes a central controller, wheel speed sensors, electronic brake pedals, and wheel-end controllers. The electronically controlled damping (EDC) system includes sprung acceleration sensors, unsprung acceleration sensors, independent controllers, and solenoid valves.

[0004] Using two independent systems for braking and damping control has several technical drawbacks. For example, the brake and suspension products are supplied by different vendors with varying degrees of interface openness, affecting coordinated control. Prioritization in multi-controller systems is complex when control signals conflict. Sensor signals are received by their respective master controllers, and transmission via the CAN network introduces latency. The two controllers also have redundant general-purpose modules, resulting in high hardware costs. Summary of the Invention

[0005] The purpose of this application is to provide an integrated chassis control system, vehicle, and control method. Some embodiments of this application integrate the sensor interface circuits of the brake-by-wire system and the electronically controlled damping system into the same integrated controller, and integrate the solenoid valve drive circuit of the electronically controlled damping system into the wheel-end controller included in the brake-by-wire system, and set up a dedicated communication link to connect the integrated controller and the wheel-end controller. On the one hand, because this architecture can share the processor and vehicle attitude sensor and reduces a separate controller housing, it improves product integration while reducing hardware costs. On the other hand, because this architecture places the solenoid valve drive circuit in the wheel-end controller near the wheel, the high-current path of the solenoid valve is shortened from the long vehicle body wiring harness to a local area at the wheel end, effectively reducing signal attenuation and interference and improving chassis control performance.

[0006] In a first aspect, embodiments of this application provide an integrated chassis control system, comprising: an integrated controller, wherein the integrated controller has the following integrated components on its circuit board: a first sensor interface group having an electrical interface for connecting multiple brake sensors; and a second sensor interface group having an electrical interface for connecting multiple suspension sensors; a central processing unit having input pins connected to the circuit output terminals of the first sensor interface group and the second sensor interface group; multiple wheel-end controllers, each wheel-end controller having the following integrated components on its circuit board: a local processor; a motor drive circuit having an input terminal connected to the local processor and an output terminal for connecting a brake actuator; a solenoid valve drive circuit having an input terminal connected to the local processor and an output terminal for connecting a shock absorber actuator; and a dedicated communication link connecting the integrated controller to each wheel-end controller.

[0007] The embodiments of this application integrate the sensor interface circuit of the electronically controlled damping system into a centralized controller and the solenoid valve drive circuit of the electronically controlled damping system into the wheel-end controller through the aforementioned hardware structure and connection relationship, thereby eliminating the need for a separately set electronically controlled damping system. This architecture offers at least the following technical advantages: reducing the housing of a separate controller (i.e., the electronically controlled damping system) lowers hardware costs and improves product integration; integrating the solenoid valve drive circuit into the wheel-end controller near the wheel shortens the high-current path for driving the solenoid valve from the long body wiring harness to a localized area at the wheel end, reducing signal attenuation and optimizing the internal communication path of the system, thus improving anti-interference capabilities; and achieving physical integration of braking and suspension control within the same control system provides a structural foundation for subsequent hardware-level synchronous drive.

[0008] In some embodiments, the integrated controller further includes: a vehicle attitude sensor configured to acquire vehicle attitude information; the output of the vehicle attitude sensor is connected to the input pin of the central processing unit.

[0009] Some embodiments of this application can use a vehicle attitude sensor in an integrated controller to collect vehicle attitude signals for both shock absorption control and braking control, thereby reducing costs and improving equipment integration by using shared components.

[0010] In some embodiments, the shock absorber actuator is a solenoid valve, and the local processor has a pulse width modulation signal output terminal and an analog-to-digital converter input terminal. The pulse width modulation signal output terminal is used to output a solenoid valve control signal, and the analog-to-digital converter input terminal is used to receive a feedback signal of the solenoid valve drive current. The solenoid valve drive circuit includes: a gate driver, with its input terminal connected to the pulse width modulation signal output terminal; a drive power supply connected to the power input terminal of the gate driver; a power switching transistor, with its gate connected to the output terminal of the gate driver, its drain connected to power ground, and its source connected to one end of the solenoid valve and serving as the output terminal of the solenoid valve drive circuit; a sampling resistor connected in series between the positive terminal of the drive power supply and the solenoid valve circuit; and a differential amplifier circuit, with its positive and negative input terminals respectively connected across the two ends of the sampling resistor, and its output terminal connected to the input terminal of the analog-to-digital converter.

[0011] The embodiments of this application have the following technical advantages through the specific hardware circuit design described above: Real-time and precise control of the solenoid valve drive current is achieved through feedback from the sampling resistor and differential amplifier circuit, ensuring accurate damping adjustment and realizing high-precision closed-loop control of the solenoid valve; The use of a low-side switching topology of the power switching transistor ensures that when the power switching transistor experiences an open-circuit fault, the solenoid valve drive circuit is cut off, and the solenoid valve is de-energized by default, allowing the vehicle suspension to enter a safe state, thus improving fail-safe performance; The high-current drive circuit is extremely short (from the wheel-end controller to the solenoid valve), and the current sampling is a simulated closed loop, effectively suppressing noise interference and improving system robustness.

[0012] In some embodiments, the integrated chassis control system further includes: a freewheeling diode, with its anode connected to the source of the power switch and its cathode connected to the node where the sampling resistor is connected to the positive terminal of the drive power supply.

[0013] The embodiments of this application, by adding a freewheeling diode, enable the reverse induced electromotive force generated by the solenoid valve coil to form a low-impedance freewheeling circuit through the diode when the power switch is turned off, thereby effectively clamping voltage spikes, preventing the power switch from being broken down, and enhancing the robustness and long-term reliability of the system under frequent switching conditions.

[0014] In some embodiments, the wheel-end controller further includes: a common power input port configured to receive vehicle power; an input filtering and protection circuit connected to the common power input port; a power distribution node connected to the output of the input filtering and protection circuit; a first power branch derived from the power distribution node and configured to provide a first voltage to the local processor and the gate driver; a second power branch derived from the power distribution node and configured to provide a second voltage to the motor drive circuit and the solenoid valve drive circuit; and a grounding network including: a power ground network serving as a return path for power current in the motor drive circuit and the solenoid valve drive circuit; and a signal ground network serving as a reference ground for the control circuit of the wheel-end processor; wherein the power ground network and the signal ground network are physically isolated on the circuit wiring layer and are connected to a common grounding point through independent traces.

[0015] The embodiments of this application provide independent and stable power supplies for the power stage and sensitive logic circuits through input filtering protection circuits and separate power supply branches, reducing mutual interference and improving power supply safety and efficiency. Some embodiments of this application employ a grounding network with physical isolation between power ground and signal ground and single-point connection, effectively blocking the interference of high-current switching noise generated by motor and solenoid valve drives on the control logic circuits, ensuring signal integrity, achieving noise suppression and enhancing reliability. Some embodiments of this application integrate the common power input with the internal power distribution grounding structure, enabling the high-density and high-reliability integration of the dual drive circuits of motor and solenoid valve into a single wheel-end controller, improving the integration of the wheel-end drive circuit.

[0016] In some embodiments, the common ground point is located at the negative terminal of the filter capacitor in the input filtering and protection circuit.

[0017] The embodiments of this application place the star grounding point of the entire system directly at the lowest impedance reference point of the power input filter network. This ensures, from a hardware structure perspective, that all noise currents (especially the large current noise generated by power drive) are effectively absorbed and isolated at this point, thereby providing a common ground potential reference for the control logic circuit and improving the electromagnetic compatibility and signal integrity of the system.

[0018] In some embodiments, the integrated controller further includes: a timer configured to generate periodic hardware trigger signals; an analog-to-digital converter unit including: a plurality of physical input channels, each of the physical input channels being connected to the first sensor interface group and the second sensor interface group respectively via a corresponding differential amplifier circuit, for receiving brake sensing signals and suspension sensing signals output by the differential amplifier circuit; and an external trigger pin connected to the timer; wherein the analog-to-digital converter unit is configured to: in response to the hardware trigger signal received via the external trigger pin, synchronously initiate sampling and analog-to-digital conversion operations on the plurality of physical input channels to obtain sampled data.

[0019] Some embodiments of this application use the aforementioned hardware timing triggering and synchronization conversion mechanism to assign strictly consistent timestamps to all braking and suspension sensor signals, eliminating data deviations caused by asynchronous signal acquisition times, and providing reliable data for the upper-level control algorithm to make accurate collaborative decisions based on the vehicle state at the same time.

[0020] In some embodiments, the braking sensor includes four wheel speed sensors and one electronic brake pedal sensor; the suspension sensor includes four sprung acceleration sensors and four unsprung acceleration sensors.

[0021] The embodiments of this application collect braking sensing signals through four wheel speed sensors and one electronic brake pedal sensor, and collect suspension sensing signals through four sprung acceleration sensors and four unsprung acceleration sensors.

[0022] In some embodiments, the integrated controller further includes: a direct memory access controller, with its trigger terminal associated with the analog-to-digital converter unit and its data transmission channel connected to the system memory, configured to automatically transmit the sampled data obtained through analog-to-digital conversion to a designated area of ​​the system memory in response to an analog-to-digital conversion completion event, wherein the designated area includes a first buffer and a second buffer; and an interrupt controller, connected to the direct memory access controller, configured to generate an interrupt request when the direct memory access controller completes a frame data transmission to the designated area; wherein the central processing unit is connected to the interrupt controller and the direct memory access controller, and configured to: in response to the interrupt request, exchange data access pointers pointing to the first buffer and the second buffer respectively and update the target address register of the direct memory access controller, so that subsequent data writing and algorithm reading alternate between the two buffers.

[0023] Some embodiments of this application utilize a dedicated data path composed of a hardware DMA controller, an interrupt controller, and processing unit firmware to achieve fully automatic and highly reliable low-latency transmission of sensor data from acquisition to algorithm usability. This ensures that the control algorithm always makes decisions based on the latest and complete data frames, eliminating time jitter and processor resource consumption caused by traditional software polling or data transfer. This improves the quality of decision data provided for high real-time chassis collaborative control and ultimately enhances the accuracy of decision-making.

[0024] Secondly, some embodiments of this application provide a vehicle, the vehicle comprising: an integrated chassis control system as described in any embodiment of the first aspect; a plurality of brake actuators, each brake actuator being connected to the output terminal of a motor drive circuit in the integrated chassis control system; and a plurality of shock absorber actuators, each shock absorber actuator being connected to the output terminal of a solenoid valve drive circuit in the integrated chassis control system.

[0025] Thirdly, some embodiments of this application provide a method for coordinated braking and suspension control of a vehicle. This method can be executed by the integrated chassis control system described in the above embodiments. The method includes: synchronously acquiring sensing signals from a braking sensor group and a suspension sensor group; making coordinated decisions based on the sensing signals within the same central processing unit of the integrated controller, and generating integrated control commands, wherein the integrated control commands include braking control components and suspension damping control components for the same wheel; sending the integrated control commands to the wheel-end controller of the controlled wheel via a dedicated communication link; and having the wheel-end controller drive the brake actuator and / or shock absorber actuator of the controlled wheel according to the integrated control commands.

[0026] The embodiments of this application provide a closed-loop process of synchronous signal acquisition, unified decision processing, integrated command issuance, and synchronous terminal execution, which deeply couples braking and suspension control, overcomes the communication delay and inefficient coordination problems under the distributed architecture, thereby improving the vehicle's dynamic response speed and enhancing handling and comfort.

[0027] In some embodiments, the synchronous acquisition of sensing signals from the brake sensor group and the suspension sensor group includes: generating a periodic hardware trigger signal by a timer in the integrated controller; and, in response to the hardware trigger signal, controlling the analog-to-digital converter unit associated with all brake sensors and suspension sensors to synchronously start sampling to obtain digital quantities with consistent timestamps, thereby obtaining the sensing signals.

[0028] The embodiments of this application, through the synchronous sampling mechanism triggered by the unified hardware timer, assign a unified time reference to all braking and suspension sensor data, eliminate the inherent time deviation of traditional sequential or asynchronous sampling, and provide time-synchronized sampling data for subsequent integrated collaborative decision-making based on the vehicle state at the same moment in the central processing unit.

[0029] In some embodiments, the method further includes: automatically storing the sensing signal into a designated area of ​​the system memory via direct memory access.

[0030] The embodiments of this application automatically transfer data through a hardware DMA controller (i.e., direct memory access mode), so that the CPU core does not need to participate in the data transfer task. This ensures that massive synchronous sampling data can be delivered from the analog-to-digital converter unit to the central processing unit's memory with the highest possible bandwidth and a defined delay, thereby providing data for subsequent real-time collaborative control algorithms to meet the high real-time requirements of the system.

[0031] In some embodiments, the designated region is configured as a double-buffered structure, and the double-buffered structure includes a first buffer and a second buffer; the method further includes: after a complete frame of sampled data is written to the current write buffer in the double-buffered structure, exchanging logical pointers pointing to the first buffer and the second buffer, wherein the current write buffer is either the first buffer or the second buffer; the step of making collaborative decisions based on the sensing signal and generating integrated control instructions includes: making the collaborative decisions based on data in a buffer that has been switched to a read state, wherein the other buffer is used to write the next frame of sampled data.

[0032] The embodiments of this application achieve complete decoupling in time and physical isolation in space between data acquisition and writing and algorithm decision reading through the above-mentioned double buffer structure and pointer exchange mechanism. This ensures that the control algorithm can access a complete and up-to-date frame of synchronous data without conflict or waiting at any time, thereby eliminating random delays in the data processing process and providing a guarantee for high-frequency and highly deterministic real-time control.

[0033] In some embodiments, the shock absorber actuator is a solenoid valve; the step of driving the brake actuator and / or shock absorber actuator of the controlled wheel by the wheel-end controller according to the integrated control command includes: parsing the integrated control command and separating the brake control component and the suspension damping control component; within the same control cycle, generating a first drive signal according to the brake control component to control the brake actuator, and generating a second drive signal according to the suspension damping control component to control the solenoid valve.

[0034] The embodiments of this application parse the integrated instructions and synchronously generate dual-path drive signals, directly converting the coordinated decisions of the central controller into coordinated braking and suspension actions at the wheel end without delay or deviation, ensuring accurate coordination of braking and suspension adjustment at the execution terminal, and solving the inherent timing uncertainty problem of distributed drive.

[0035] In some embodiments, the method further includes: monitoring the drive current flowing through the solenoid valve; comparing the monitored drive current with the target current value corresponding to the suspension damping control component to obtain a comparison result; and adjusting the second drive signal according to the comparison result to control the solenoid valve.

[0036] The current closed-loop control mechanism provided in the embodiments of this application provides real-time feedback and adjustment of the drive current to ensure that the target damping force is accurately and stably achieved, thereby improving the control accuracy of the suspension system. Attached Figure Description

[0037] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments of this application will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0038] Figure 1 An architecture diagram of the central controller for a brake-by-wire system provided for related technologies.

[0039] Figure 2 An architecture diagram of the wheel-end controller for a brake-by-wire system provided for related technologies.

[0040] Figure 3 Architecture diagram of an electronically controlled vibration reduction system provided by related technologies.

[0041] Figure 4 This is one of the architecture diagrams of an integrated chassis control system provided in an embodiment of this application.

[0042] Figure 5 This is the second architecture diagram of the integrated chassis control system provided in the embodiments of this application.

[0043] Figure 6 An integrated controller architecture diagram provided for embodiments of this application;

[0044] Figure 7 This is an architecture diagram of the wheel-end controller provided in an embodiment of this application;

[0045] Figure 8A flowchart of a method for coordinated braking and suspension control of a vehicle provided in an embodiment of this application. Detailed Implementation

[0046] The technical solutions in the embodiments of this application will now be described with reference to the accompanying drawings.

[0047] It should be noted that similar reference numerals and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures. Furthermore, in the description of this application, terms such as "first," "second," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0048] The inventors of this application discovered the following shortcomings in the control coordination of vehicle chassis control systems in related technologies: for example, since braking and suspension solutions are usually provided by two different suppliers, the openness of the controller signal interfaces differs, affecting the realization of coordinated control; since control signals may conflict in multi-controller control systems, the determination of control signal priority is complex and ineffective; and since sensor signals are received by their respective main controllers and transmitted to other controllers via the CAN network, there is a delay in the transmission process, which inevitably affects the sensor signals received by other controllers, and this signal delay directly affects the actual control effect.

[0049] The embodiments of this application aim to solve the above problems. For example, the embodiments of this application integrate the EDC system into the EMB control system to achieve hardware reuse, unified signal processing and collaborative optimization, thereby reducing costs and improving the overall performance and reliability of the system.

[0050] To address the aforementioned technical issues, at least in terms of hardware, the embodiments of this application eliminate the independent EDC controller, decomposing its functions and integrating them into the central controller of the EMB (corresponding to the integrated controller, which incorporates the data acquisition and decision-making parts of the EDC controller) and the wheel-end driver (integrating the solenoid valve drive circuit of the EDC controller into the wheel-end controller). This achieves high reuse of hardware resources and cost reduction while reducing the transmission delay of damping control signals and improving damping effect. At the data and decision level, all sensor signals in the embodiments of this application are synchronously acquired by the same hardware and uniformly processed by the same processor (i.e., the central processing unit) to generate coordinated integrated instructions, eliminating communication delays and signal conflicts between multiple controllers at the source. At the execution level, the wheel-end controller parses the integrated instructions and synchronously drives the brake and suspension actuators, achieving accurate coordination of actions. Finally, the suspension control is further improved through the high functional safety level and redundant design reliability of the EMB system.

[0051] In other words, the integrated chassis control system provided in this application proposes an architecture scheme that integrates EDB control system with EDC function. This integrated chassis control system integrates the sensor signal acquisition and system calculation algorithm in the existing independent EDC controller into the EDB central control unit, and integrates the solenoid valve drive in the independent EDC controller into the wheel end controller. By reusing components such as the power module, communication module, processor, and vehicle attitude sensor of the EDB control system, costs are reduced while the system's coordination and reliability are improved.

[0052] Please refer to Figure 1 , Figure 1 A central controller for a brake-by-wire system provided for related technologies includes: a brake processor 141, a brake pedal sensor interface 145, a wheel speed sensor interface 146, a first communication module 143, a second communication module 144, a first vehicle attitude sensor 119, and a power supply module 142. The brake pedal sensor interface 145 is connected to an electronic pedal sensor 102, the wheel speed sensor interface is connected to a wheel speed sensor 103, the first communication module 143 is connected to a vehicle bus, and the second communication module 144 is connected to a wheel-end controller bus. All modules and units are connected to the brake processor 141, which can calculate brake control parameters based on signals collected by the electronic pedal sensor and the wheel speed sensor.

[0053] Figure 2 A wheel-end controller for a brake-by-wire system provided for related technologies includes: a wheel-end processor 241, a motor drive circuit 210, a power supply module 242, and a communication module 243. The power supply module 242 receives input power, and the communication module 243 is connected to a central control bus, the other end of which is connected to... Figure 1 The central controller, motor drive circuit 210 is connected to brake motor 300, for example, one wheel corresponds to one wheel end controller.

[0054] Figure 3 An electronically controlled damping system is provided for related technologies. The system includes a damping control processor 311, an on-sprung acceleration sensor interface 121, an unsprung acceleration sensor interface 122, a damping drive circuit 315 (or solenoid valve drive circuit), a second vehicle attitude sensor 319, and a communication module 314. The communication module 314 is connected to the vehicle bus, the on-sprung acceleration sensor interface 312 is connected to the on-sprung acceleration sensor 104, the unsprung acceleration sensor interface 313 is connected to the unsprung acceleration sensor 105, and the damping drive circuit 315 is connected to the solenoid valve 400.

[0055] Through the above Figures 1-3It is understood that the brake-by-wire system and the electronically controlled damping system in the relevant technologies are two independent control systems. Each control system has its own processor and components with the same function, such as vehicle attitude sensors. It is easy to understand why the cost of using two separate control systems for damping control (or suspension control) and braking control is high. Specifically: the hardware cost is high because two independent controllers are required. Each controller's internal circuit modules include power management modules, processors (used to calculate control signals based on sensor signals), communication modules, and other common modules. These common modules are designed redundantly, leading to high hardware costs. The development and testing costs are also high. The two controllers are developed and tested by two different development teams, resulting in higher vehicle calibration costs. Furthermore, if one of them undergoes a design change, it may affect the development and calibration of both modules, further increasing calibration costs.

[0056] The following is combined Figures 4-5 The integrated chassis control system provided by some embodiments of this application is illustrated by way of example.

[0057] like Figure 4 As shown, the integrated chassis control system 10 includes an integrated controller 100 and multiple wheel end controllers 200, wherein the integrated controller 100 and each wheel end controller 200 are connected by a dedicated communication link 101.

[0058] like Figure 5 As shown, the Figure 4 The integrated controller 100 is located on a circuit board that integrates: a first sensor interface group 110, a second sensor interface group 120, and a central processing unit 140.

[0059] The first sensor interface group has electrical interfaces for connecting multiple braking sensors, such as... Figure 5 As shown, the first sensor interface group 110 includes a wheel speed signal interface 111 and a brake pedal signal interface 112, wherein the wheel speed signal interface 111 and the brake pedal signal interface 112 are connected. Figure 4 The wheel speed sensor 103 is connected, and the brake pedal signal interface 112 is connected to... Figure 4 The electronic pedal sensor 102 is connected.

[0060] The second sensor interface group has electrical interfaces for connecting multiple suspension sensors, such as... Figure 5 As shown, the second sensor interface group includes an on-sprung acceleration signal interface 121 and an unsprung acceleration signal interface 122, wherein the on-sprung acceleration signal interface 121 and the unsprung acceleration signal interface 122 are connected. Figure 4 The sprung acceleration sensor 104 is connected, and the unsprung acceleration signal interface 122 is connected to... Figure 4 The unsprung acceleration sensor 105 is connected.

[0061] The input pins of the central processing unit 140 are connected to the circuit outputs of the first sensor interface group and the second sensor interface group. This connection refers to a direct connection or a connection via other components. For example... Figure 5 As shown, the circuit output terminals of the first sensor interface group and the second sensor interface group are connected to the central processing unit via the digital-to-analog converter unit 130.

[0062] It is understood that in some embodiments of this application, the first sensor interface group is used to provide electrical connections, signal conditioning, and signal routing. For example, the first sensor interface group provides physical connectors and wiring connections for multiple wheel speed sensors and electronic brake pedal sensors; the first sensor interface group filters (denoise), amplifies / attenuates (level adapts), and performs impedance matching and protection (such as overvoltage protection) on the input raw analog signals (such as sine waves and voltage signals); the first sensor interface group outputs the conditioned standard analog voltage signal to the designated analog-to-digital converter physical input channel. The function of the second sensor interface group is similar to that of the first sensor interface group, responsible for connecting and conditioning the raw analog signals of multiple on-sprung and unsprung acceleration sensors and routing them to the corresponding analog-to-digital converter channels.

[0063] Since the first sensor interface group and the second sensor interface group in this embodiment are physically integrated on the same controller circuit board, they can share the same power supply and synchronous trigger clock. This allows the sensor signals, which originally belonged to two independent controllers, to be unified in terms of electrical characteristics, timing reference, and physical path before entering the analog-to-digital converter. This provides the necessary conditions for the strict synchronous sampling and digitization of all subsequent channels, realizing the hardware reconstruction from two separate front-ends to a unified analog signal preprocessing platform.

[0064] like Figure 5 As shown, each wheel end controller in some embodiments of this application integrates a local processor 220, a motor drive circuit 210, and a solenoid valve drive circuit 230 on its circuit board.

[0065] The input terminal of the motor drive circuit 210 is connected to the local processor 220, and the output terminal of the motor drive circuit 210 is used to connect to a brake actuator (e.g., such as...). Figure 4 The brake actuator 201 shown can be adopted as follows: Figure 5 The brake motor 300 shown.

[0066] The input terminal of the solenoid valve drive circuit 230 is connected to the local processor 220, and the output terminal of the solenoid valve drive circuit 230 is used to connect to the shock absorber actuator (e.g., such as...). Figure 4 The shock absorber actuator 202 shown can be adopted as follows: Figure 5 The solenoid valve 400 shown is an example.

[0067] The dedicated communication link 101 can be a separate controller area network bus, time-triggered Ethernet, or other high real-time vehicle communication link. As an example, this link could be a separate CAN bus, on which only the integrated controller and all wheel-end controllers are connected.

[0068] It should be noted that, in some embodiments, the dedicated communication link 101 is only used to transmit control commands and status feedback between the integrated controller and each wheel-end controller (e.g., transmitting integrated control commands), and does not carry data from other vehicle systems (such as body control or infotainment). The dedicated communication link 101 is isolated from other vehicle communication networks (e.g., body CAN bus or infotainment system bus) in terms of physical wiring harness, communication protocol, or network address, and they do not communicate directly with each other, or are only connected in a limited manner through relevant gateways. The communication parameters of the dedicated communication link 101 (such as baud rate and scheduling mechanism) are designed according to the real-time and reliability requirements of chassis control, and are not affected by fluctuations in the load of other networks, thereby ensuring deterministic transmission (i.e., fixed or predictable low latency).

[0069] The wheel-end controller is installed close to the controlled wheel. Because the solenoid valve drive circuit in this embodiment is moved from the original independent controller and integrated into the wheel-end controller installed close to the wheel, the high-current path for driving the solenoid valve is shortened from a long wiring harness traversing the vehicle body to a local wiring harness at the wheel end; simultaneously, control commands are transmitted via a dedicated communication link. These two changes in hardware layout reduce parasitic inductance and resistance in the power drive circuitry, lowering the risk of signal attenuation and electromagnetic interference.

[0070] The embodiments of this application integrate the sensor interface circuit of the electronically controlled damping system into a centralized controller and the solenoid valve drive circuit of the electronically controlled damping system into the wheel-end controller through the aforementioned hardware structure and connection relationship, thereby eliminating the need for a separately set electronically controlled damping system. This architecture offers at least the following technical advantages: reducing hardware costs and improving product integration by eliminating a separate controller (i.e., the electronically controlled damping system) housing; integrating the solenoid valve drive circuit into the wheel-end controller near the wheel shortens the high-current path for driving the solenoid valve from the long body wiring harness to a localized area at the wheel end, reducing signal attenuation and optimizing the internal communication path of the system, thus improving anti-interference capabilities; and achieving physical integration of braking and suspension control within the same control system provides a structural foundation for subsequent hardware-level synchronous drive.

[0071] The following is combined Figure 5 The architecture of the integrated controller and wheel-end controller of some embodiments of this application is illustrated by way of example.

[0072] like Figure 5 As shown, in order to achieve the sharing and reuse of components, save costs and reduce equipment size, the integrated controller in some embodiments of this application further includes: a vehicle body attitude sensor 150, which is configured to collect vehicle body attitude information, and the output terminal of the vehicle body attitude sensor is connected to the input pin of the central processing unit 140.

[0073] Understandable Figure 5 The vehicle posture sensor 150 has the same function as the first vehicle posture sensor and the second vehicle posture sensor.

[0074] It is easy to understand that some embodiments of this application can use the vehicle attitude sensor collected by the sensor for both shock absorption control and braking control by setting the vehicle attitude sensor in the integrated controller, thereby reducing costs and improving equipment integration by using shared components.

[0075] It should be noted that in some embodiments of this application, the shock absorber actuator is a solenoid valve, and correspondingly, as shown in the example below. Figure 5 The local processor 220 shown has a pulse width modulation signal output terminal 221 and an analog-to-digital converter input terminal 222.

[0076] The pulse width modulation signal output terminal 221 is used to output the solenoid valve control signal, and the analog-to-digital converter input terminal 222 is used to receive the feedback signal of the solenoid valve drive current.

[0077] like Figure 5 As shown, the solenoid valve drive circuit 230 includes: a gate driver 231, a drive power supply 232, a power switch 233, a sampling resistor 234, and a differential amplifier 235.

[0078] The input terminal of the gate driver 231 is connected to the output terminal of the pulse width modulation signal.

[0079] The drive power supply 232 is connected to the power input terminal of the gate driver 231.

[0080] The gate of the power switch 233 is connected to the output terminal of the gate driver 231, the drain of the power switch 233 is connected to the power supply ground, and the source of the power switch 233 is connected to one end of the solenoid valve and serves as the output terminal of the solenoid valve drive circuit.

[0081] The sampling resistor 234 is connected in series between the positive terminal of the drive power supply 232 and the solenoid valve 400.

[0082] The positive and negative input terminals of the differential amplifier 235 are connected across the two ends of the sampling resistor 234, respectively, and the output terminal of the differential amplifier 235 is connected to the input terminal of the analog-to-digital converter.

[0083] The embodiments of this application have the following technical advantages through the specific hardware circuit design described above: Real-time and precise control of the solenoid valve drive current is achieved through feedback from the sampling resistor and differential amplifier circuit, ensuring accurate damping adjustment and realizing high-precision closed-loop control of the solenoid valve; The use of a low-side switching topology of the power switching transistor ensures that when the power switching transistor experiences an open-circuit fault, the solenoid valve drive circuit is cut off, and the solenoid valve is de-energized by default, allowing the vehicle suspension to enter a safe state, thus improving fail-safe performance; The high-current drive circuit is extremely short (from the wheel-end controller to the solenoid valve), and the current sampling is a simulated closed loop, effectively suppressing noise interference and improving system robustness.

[0084] To further protect the power switching transistor, in some embodiments of this application, the integrated chassis control system further includes a freewheeling diode (not shown in the figure), the anode of which is connected to the source of the power switching transistor, and the cathode of which is connected to the node where the sampling resistor is connected to the positive terminal of the drive power supply.

[0085] The embodiments of this application, by adding a freewheeling diode, enable the reverse induced electromotive force generated by the solenoid valve coil to form a low-impedance freewheeling circuit through the diode when the power switch is turned off, thereby effectively clamping voltage spikes, preventing the power switch from being broken down, and enhancing the robustness and long-term reliability of the system under frequent switching conditions.

[0086] To better integrate the motor drive circuit and the solenoid valve drive circuit in the wheel-end controller, such as Figure 5 As shown in some embodiments of this application, the wheel-end controller further includes: a common power input port 240, an input filtering and protection circuit 250, a power distribution node 260, a first power branch 270, a second power branch 280, and a grounding network.

[0087] The common power input port is configured to receive vehicle power.

[0088] The input filtering and protection circuit is connected to the common power input port.

[0089] The power distribution node is connected to the output terminal of the input filtering and protection circuit.

[0090] A first power branch is drawn from the power distribution node and configured to provide a first voltage to the local processor and the gate driver.

[0091] The second power supply branch is led out from the power distribution node and is configured to provide a second voltage to the motor drive circuit and the solenoid valve drive circuit.

[0092] like Figure 5 The grounding network shown includes: power ground network 291 and signal ground network 292.

[0093] The power ground network serves as the return path for power current in the motor drive circuit and the solenoid valve drive circuit. The signal ground network serves as the reference ground for the control circuit of the wheel-end processor. It should be noted that the power ground network and the signal ground network are physically isolated on the circuit wiring layer and are connected to a common grounding point through independent traces at a single point. For example, in some embodiments of this application, the common grounding point is located at the negative terminal of the filter capacitor in the input filtering and protection circuit. In some embodiments of this application, the control circuit of the wheel-end processor includes: a processor, sensors, communication chips, and other low-voltage and low-current devices.

[0094] The embodiments of this application provide independent and stable power supplies for the power stage and sensitive logic circuits through input filtering protection circuits and separate power supply branches, reducing mutual interference and improving power supply safety and efficiency. Some embodiments of this application employ a grounding network with physical isolation between power ground and signal ground and single-point connection, effectively blocking the interference of high-current switching noise generated by motor and solenoid valve drives on the control logic circuits, ensuring signal integrity, achieving noise suppression and enhancing reliability. Some embodiments of this application integrate the common power input with the internal power distribution grounding structure, enabling the high-density and high-reliability integration of the dual drive circuits of motor and solenoid valve into a single wheel-end controller, improving the integration of the wheel-end drive circuit.

[0095] The embodiments of this application place the star grounding point of the entire system directly at the lowest impedance reference point of the power input filter network. This ensures, from a hardware structure perspective, that all noise currents (especially the large current noise generated by power drive) are effectively absorbed and isolated at this point, thereby providing a common ground potential reference for the control logic circuit and improving the electromagnetic compatibility and signal integrity of the system.

[0096] In order to synchronously acquire braking and suspension sensing signals and achieve coordinated braking and suspension control, in some embodiments of this application, such as... Figure 5 The integrated controller shown also includes a timer 170 and multiple analog-to-digital converter units 130.

[0097] The timer is configured to generate periodic hardware trigger signals.

[0098] The analog-to-digital converter unit includes multiple physical input channels and an external trigger pin.

[0099] like Figure 5 As shown, each physical input channel 132 is connected to the first sensor interface group 110 and the second sensor interface group 120 via a corresponding differential amplifier circuit. Each physical input channel is used to receive the brake sensing signal and suspension sensing signal output by the corresponding differential amplifier circuit.

[0100] External trigger pin 131 is connected to timer 170.

[0101] It should be noted that, in some embodiments of this application, the analog-to-digital converter unit is configured to: in response to the hardware trigger signal received through the external trigger pin, synchronously initiate sampling and analog-to-digital conversion operations on the plurality of physical input channels to obtain sampled data.

[0102] It is easy to understand that some embodiments of this application, through the aforementioned hardware timed triggering and synchronization conversion mechanism, assign strictly consistent timestamps to all braking and suspension sensor signals, eliminate data deviations caused by asynchronous signal acquisition times, and provide reliable data for the upper-level control algorithm to make accurate and collaborative decisions based on the vehicle state at the same time.

[0103] For example, in some embodiments of this application, the braking sensor includes four wheel speed sensors and one electronic brake pedal sensor; the suspension sensor includes four sprung acceleration sensors and four unsprung acceleration sensors. The signal collected by the braking sensor is a braking sensing signal, and the signal collected by the suspension sensor is a suspension sensing signal.

[0104] The embodiments of this application collect braking sensing signals through four wheel speed sensors and one electronic brake pedal sensor, and collect suspension sensing signals through four sprung acceleration sensors and four unsprung acceleration sensors.

[0105] In order to efficiently collect and transmit data, such as Figure 5 As shown, in some embodiments of this application, the integrated controller further includes a direct memory access controller 181 and an interrupt controller 182.

[0106] The trigger terminal of the direct memory access controller 181 is associated with the analog-to-digital converter unit, the data transmission channel of the direct memory access controller 181 is connected to the system memory, and the direct memory access controller 181 is configured to automatically transmit the sampled data obtained through analog-to-digital conversion to a designated area of ​​the system memory in response to an analog-to-digital conversion completion event. For example, in some embodiments of this application, the designated area includes a first buffer and a second buffer.

[0107] An interrupt controller is connected to the direct memory access controller, and the terminal controller is configured to generate an interrupt request when the direct memory access controller completes a frame of data transmission to the designated region.

[0108] The central processing unit is connected to the interrupt controller and the direct memory access controller, and is configured to: in response to the interrupt request, exchange data access pointers pointing to the first buffer and the second buffer respectively and update the target address register of the direct memory access controller, so that subsequent data writing and algorithm reading alternate between the two buffers.

[0109] In some embodiments, Figure 4 The integrated controller also includes a communication module 160.

[0110] It is easy to understand that some embodiments of this application, through the dedicated data path composed of the hardware DMA controller, interrupt controller and processing unit firmware, realize fully automatic and highly reliable low-latency transmission of sensor data from acquisition to algorithm usability, ensuring that the control algorithm always makes decisions based on the latest and complete data frames, eliminating the time jitter and processor resource occupation caused by traditional software polling or data transfer, improving the quality of decision data provided for high real-time chassis collaborative control, and ultimately improving the accuracy of decision-making.

[0111] The following is combined Figure 6 An integrated controller 100, exemplarily illustrating some embodiments of this application, uses an IMU sensor for its vehicle body attitude sensor and is integrated with a microcontroller in the figure. Figure 5 or Figure 4 Related components.

[0112] like Figure 6 As shown, the integrated controller 100 includes a microcontroller, a brake pedal signal interface 112 (as an example of the first sensor interface group), a wheel speed signal interface 111 (as an example of the first sensor interface group), an unsprung acceleration signal interface 121 (as an example of the second sensor interface group), and an unsprung acceleration signal interface 122 (as an example of the second sensor interface group), an IMU sensor (as an example of a vehicle attitude sensor), a first communication module 143, and a second communication module 144.

[0113] Figure 6 The brake pedal signal interface 112 is connected to the electronic pedal sensor 102, the wheel speed signal interface 111 is connected to the wheel speed sensor 103, the sprung acceleration signal interface 121 is connected to the sprung acceleration sensor 104, and the unsprung acceleration signal interface 122 is connected to the unsprung acceleration sensor 105.

[0114] Figure 6 Microprocessors can be integrated Figure 5 The central processing unit 140, timer 170, analog-to-digital converter unit 130, interrupt controller 182, and direct memory access controller 181, etc.

[0115] It is not difficult to understand that adopting Figure 6 The hardware architecture eliminates the need for a separate EDC controller, retaining only the on-spring / unsprung acceleration sensors and solenoid valves, and adopts... Figure 6 The architecture allows for the addition of unsprung and sprung acceleration sensor interfaces and parsing circuitry (not shown in the figure) to the EMB central controller, enabling direct reception of relevant signals.

[0116] like Figure 7 As shown, this figure is related to Figure 6 The integrated controller is connected to the wheel end controller via a dedicated communication link. In some embodiments of this application, which differ from related technologies, the wheel end controller is also provided with a solenoid valve drive circuit 230 in addition to the motor drive circuit 210. The motor drive circuit 210 is connected to the brake motor 300, and the solenoid valve drive circuit 230 is connected to the solenoid valve 400. Figure 7 The wheel-end controller also includes a microcontroller, which includes, for example... Figure 5 The local processor 220 and memory are shown. Figure 7 The solenoid valve drive circuit can be referenced. Figure 5 To avoid repetition, I will not go into too much detail.

[0117] It is easy to understand that, compared with the wheel end controllers of related technologies, each wheel end controller in this application embodiment is equipped with an additional solenoid valve drive circuit. The solenoid valve opening can be controlled through this solenoid valve drive circuit. The integrated controller commands are received through a private CAN (as an example of a dedicated communication link) to perform brake motor control and solenoid valve opening control damping adjustment respectively.

[0118] like Figure 6 and Figure 7 As shown, the integrated controller in this application embodiment is responsible for signal processing, and the wheel-end controller is used for power drive execution. The embodiment of this application separates the signal and power drive, isolating the power part from the electromagnetic interference and thermal radiation effects on the signal module.

[0119] It is not hard to understand that Figure 6 The MCU on the microcontroller within the integrated controller processes braking and suspension-related signals in a unified manner, ensuring data synchronization and real-time processing. Figure 6 The integrated controller can share a 6-axis IMU in braking control and damping control, providing consistent vehicle attitude information for braking and suspension control. Figure 6 The integrated controller can reuse the power management module, communication module, and high-security PMIC and MCU, improving the reliability of EDC functions. Some embodiments of this application can leverage the existing redundancy design of the EMB system to enhance the robustness of suspension control.

[0120] and Figure 6 and Figure 7 The two corresponding control systems are connected via an internal communication network (as an example of a dedicated communication link), which is independent of the vehicle's overall communication network. The integrated controller is configured to send integrated control command packets to the wheel-end controllers via a dedicated communication link. These integrated control command packets contain braking control parameters and suspension damping control parameters for the corresponding wheels. In some embodiments of this application, the integrated controller also communicates with all wheel-end controllers via a private network, for example, by issuing integrated control commands to each wheel-end controller through the private communication network. For example, the private communication network could be a separate CAN bus, FlexRay bus, Ethernet (such as T1), or other dedicated vehicle communication network that meets real-time requirements.

[0121] Some embodiments of this application provide a vehicle comprising: an integrated chassis control system as described in the above embodiments, a plurality of brake actuators, and a plurality of shock absorber actuators, wherein each of the plurality of brake actuators is connected to the output terminal of a motor drive circuit in the integrated chassis control system, and each of the plurality of shock absorber actuators is connected to the output terminal of a solenoid valve drive circuit in the integrated chassis control system.

[0122] To avoid repetition, the integrated chassis control system included in this vehicle will not be described in detail here. For the specific architecture of the integrated chassis control system, please refer to the above description.

[0123] like Figure 8 As shown, some embodiments of this application provide a method for coordinated braking and suspension control of a vehicle, which can be executed by the integrated chassis control system described in the above embodiments. The method includes:

[0124] S110 synchronously acquires sensing signals from the brake sensor group and the suspension sensor group.

[0125] S120, within the same central processing unit of the integrated controller, collaborative decision-making is performed based on the sensor signals, and integrated control instructions are generated, wherein the integrated control instructions include braking control components and suspension damping control components for the same wheel.

[0126] S130, the integrated control command is sent to the wheel end controller of the controlled wheel through a dedicated communication link.

[0127] S140, the wheel-end controller drives the brake actuator and / or shock absorber actuator of the controlled wheel according to the integrated control command.

[0128] The embodiments of this application provide a closed-loop process of synchronous signal acquisition, unified decision processing, integrated command issuance, and synchronous terminal execution, which deeply couples braking and suspension control, overcomes the communication delay and inefficient coordination problems under the distributed architecture, thereby improving the vehicle's dynamic response speed and enhancing handling and comfort.

[0129] In some embodiments of this application, S110 includes: generating a periodic hardware trigger signal by a timer in the integrated controller; and, in response to the hardware trigger signal, controlling the analog-to-digital converter units associated with all braking sensors and suspension sensors to synchronously start sampling to obtain digital quantities with consistent timestamps, thereby obtaining the sensing signal.

[0130] The embodiments of this application, through the synchronous sampling mechanism triggered by the unified hardware timer, assign a unified time reference to all braking and suspension sensor data, eliminate the inherent time deviation of traditional sequential or asynchronous sampling, and provide time-synchronized sampling data for subsequent integrated collaborative decision-making based on the vehicle state at the same moment in the central processing unit.

[0131] In some embodiments of this application, the method further includes: automatically storing the sensing signal into a designated area of ​​the system memory via direct memory access.

[0132] The embodiments of this application automatically transfer data through a hardware DMA controller (i.e., direct memory access mode), so that the CPU core does not need to participate in the data transfer task. This ensures that massive synchronous sampling data can be delivered from the analog-to-digital converter unit to the central processing unit's memory with the highest possible bandwidth and a defined delay, thereby providing data for subsequent real-time collaborative control algorithms to meet the high real-time requirements of the system.

[0133] In some embodiments of this application, the designated region is configured as a double-buffered structure, and the double-buffered structure includes a first buffer and a second buffer; the method further includes: after a complete frame of sampled data is written to the current write buffer in the double-buffered structure, exchanging logical pointers pointing to the first buffer and the second buffer, wherein the current write buffer is either the first buffer or the second buffer; the step of making collaborative decisions based on the sensing signal and generating integrated control instructions includes: making the collaborative decisions based on data in a buffer that has been switched to a read state, wherein the other buffer is used to write the next frame of sampled data.

[0134] The embodiments of this application achieve complete decoupling in time and physical isolation in space between data acquisition and writing and algorithm decision reading through the above-mentioned double buffer structure and pointer exchange mechanism. This ensures that the control algorithm can access a complete and up-to-date frame of synchronous data without conflict or waiting at any time, thereby eliminating random delays in the data processing process and providing a guarantee for high-frequency and highly deterministic real-time control.

[0135] In some embodiments of this application, the shock absorber actuator is a solenoid valve; the step of driving the brake actuator and / or shock absorber actuator of the controlled wheel by the wheel-end controller according to the integrated control command includes: parsing the integrated control command and separating the brake control component and the suspension damping control component; within the same control cycle, generating a first drive signal according to the brake control component to control the brake actuator, and generating a second drive signal according to the suspension damping control component to control the solenoid valve.

[0136] The embodiments of this application parse the integrated instructions and synchronously generate dual-path drive signals, directly converting the coordinated decisions of the central controller into coordinated braking and suspension actions at the wheel end without delay or deviation, ensuring accurate coordination of braking and suspension adjustment at the execution terminal, and solving the inherent timing uncertainty problem of distributed drive.

[0137] In some embodiments of this application, the method further includes: monitoring the drive current flowing through the solenoid valve; comparing the monitored drive current with the target current value corresponding to the suspension damping control component to obtain a comparison result; and adjusting the second drive signal according to the comparison result to achieve control of the solenoid valve.

[0138] The current closed-loop control mechanism provided in the embodiments of this application provides real-time feedback and adjustment of the drive current to ensure that the target damping force is accurately and stably achieved, thereby improving the control accuracy of the suspension system.

[0139] The following example illustrates the workflow of an integrated chassis control system.

[0140] (1) Sensor signals are uniformly collected and analyzed by the integrated controller.

[0141] Synchronous sampling refers to the integrated controller capturing and converting all input sensor signals to digital data simultaneously, ensuring that subsequent algorithms process data based on the same time point. Its technical implementation involves both hardware and software layers.

[0142] 1. Hardware-level synchronous triggering, in the embodiments of this application, is achieved through a timer.

[0143] Trigger configuration: Configure this timer as the master timer and make it generate a hardware trigger signal (such as a pulse or a specific event) with a fixed period.

[0144] This hardware trigger signal is connected to the external trigger input of all relevant analog-to-digital conversion modules simultaneously via the MCU's internal bus or a dedicated trigger line.

[0145] When the master timer trigger event arrives, all ADC units configured to be triggered by it will synchronously start the conversion of their respective designated channels (wheel speed, pedal, and various acceleration sensors) to eliminate the microsecond-level time difference introduced by the sequential reading of software.

[0146] 2. Software and data management.

[0147] Configure the direct memory access (DMA) controller so that each digital result after analog-to-digital conversion is automatically stored in a specific location in a predefined shared memory array without processor core intervention.

[0148] Two identical buffers are set up in memory: a first buffer (which is being read by the algorithm) and a second buffer B (which is being written to by the ADC).

[0149] Once a synchronous sampling is complete, the DMA writes the data to the second buffer, generates an interrupt, or sets a flag.

[0150] Once the MCU core's interrupt service routine or main control loop detects this flag, it swaps the pointers to buffers A and B. At this point, the algorithm immediately performs calculations based on the newly updated first buffer, which contains all synchronization data; simultaneously, the next synchronization sampling trigger arrives, and ADC data begins to be written to the second buffer that was just swapped out.

[0151] Timestamp: Each time a synchronization sampling is triggered, the MCU reads a high-precision global time counter value and stores it in association with the batch of sampled data, providing a basis for more advanced time-domain analysis algorithms.

[0152] The embodiments of this application, through the aforementioned hardware triggering and DMA dual buffering mechanism, can achieve end-to-end hard synchronization from sensor signals to algorithm processing data, providing a high-precision and consistent data foundation for the precise coordination of braking and suspension control algorithms.

[0153] The same MCU performs data analysis and decision-making, generating integrated braking and damping control commands. The integrated control command packet is a standardized data frame issued by the integrated controller to a specific wheel-end controller, containing both braking and suspension control information. An example of its specific data structure in a private CAN network is as follows:

[0154] The message identifier (CAN ID) is a unique identifier that not only distinguishes the four wheels (e.g., the high-order bits of the ID contain wheel position information: FL, FR, RL, RR), but also identifies the message as a high-priority real-time control command. The following represents the composition of integrated control commands used in some embodiments of this application.

[0155] Table 1. Composition of Integrated Control Commands

[0156] byte name illustrate Byte0 Braking control mode Define the braking request type (clamping force control, release, parking). Byte1-2 Target clamping force / current value Brake motor target value Byte3 Suspension control modes Define the damping adjustment mode (Comfort or Sport). Byte4 Target solenoid valve PWM duty cycle Solenoid valve drive target value Byte5 Checksum / Serial Number Used for data line verification and message sequence recognition Byte6-7 Reserved For functional expansion

[0157] In some embodiments of this application, periodicity is combined with event triggering. When an emergency condition is detected, the integrated controller can insert an event trigger message to achieve a lower latency response. Each integrated control command in some embodiments of this application contains an incrementing sequence number, which the wheel-end controller can use to determine whether the command is continuous or has been lost, and take corresponding safety measures (such as retaining the previous frame of command). The integrated control commands in some embodiments of this application are sent to the corresponding wheel-end controller via a CAN network, and the integrated control commands drive the actuator to complete the action.

[0158] It is easy to understand that the embodiments of this application eliminate the independent EDC controller, integrating its sensing and computing functions into an integrated controller, and the drive function into the wheel-end controller, achieving high hardware reuse and deep system integration. For example, in some embodiments of this application, the integrated chassis control system includes: on-sprung / unsprung acceleration sensor signals and braking-related sensor signals are all received and processed by the same integrated controller, ensuring data synchronization and real-time processing; braking and suspension control use the same MCU to uniformly execute braking and suspension control algorithms, generating braking and damping control commands; the system reuses the power management module, communication module, and IMU to achieve hardware reuse and cost optimization; the wheel-end controller in the embodiments of this application is designed with motor drive for braking and solenoid valve drive for suspension control functions. In the embodiments of this application, the integrated controller is used for signal processing, and the wheel-end controller is used for power drive execution, separating signal and power drive to isolate the electromagnetic interference and thermal radiation effects of the power part on the signal module.

[0159] The embodiments of this application reduce the number of components and lower hardware costs by reusing hardware such as power management chips, MCUs, and CAN transceivers; a single team is responsible for development and verification, shortening the development cycle and reducing calibration and maintenance costs. The braking and suspension signals in the embodiments of this application are processed synchronously by the same MCU, avoiding communication delays and signal asynchrony issues between multiple controllers, resulting in faster system response and easier overall optimization of control strategies. The EDC function in the embodiments of this application is integrated into a high-functional-safety-level EMB system, sharing its redundant architecture and high-reliability ASIL-D components, significantly improving the overall robustness of the system.

[0160] In the several embodiments provided in this application, it should be understood that the disclosed apparatus and methods can also be implemented in other ways. The apparatus embodiments described above are merely illustrative. For example, the flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of apparatus, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions marked in the blocks may occur in a different order than those marked in the drawings. For example, two consecutive blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram and / or flowchart, and combinations of blocks in block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or action, or using a combination of dedicated hardware and computer instructions.

[0161] In addition, the functional modules in the various embodiments of this application can be integrated together to form an independent part, or each module can exist independently, or two or more modules can be integrated to form an independent part.

[0162] If the aforementioned functions are implemented as software functional modules and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part 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 to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0163] The above description is merely an embodiment of this application and is not intended to limit the scope of protection of this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of protection of this application. It should be noted that similar reference numerals and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0164] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

[0165] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

Claims

1. An integrated chassis control system, characterized in that, The integrated chassis control system includes: An integrated controller, wherein the circuit board on which the integrated controller is located integrates: A first sensor interface group has an electrical interface for connecting multiple brake sensors; and a second sensor interface group has an electrical interface for connecting multiple suspension sensors. A central processing unit, with input pins connected to the circuit outputs of the first sensor interface group and the second sensor interface group; Multiple wheel-end controllers, each with its own integrated circuit board containing: A local processor; The motor drive circuit has its input terminal connected to the local processor and its output terminal used to connect to the brake actuator. The input terminal of the solenoid valve drive circuit is connected to the local processor, and the output terminal is used to connect to the shock absorber actuator. A dedicated communication link connects the integrated controller to each wheel-end controller.

2. The integrated chassis control system as described in claim 1, characterized in that, The integrated controller also includes: The vehicle attitude sensor is configured to collect vehicle attitude information; The output of the vehicle attitude sensor is connected to the input pin of the central processing unit.

3. The integrated chassis control system as described in claim 2, characterized in that, The shock absorber's actuator is a solenoid valve. The local processor includes: The pulse width modulation signal output terminal is used to output the solenoid valve control signal; and, The input terminal of the analog-to-digital converter is used to receive the feedback signal of the solenoid valve drive current; The solenoid valve drive circuit includes: The gate driver has its input terminal connected to the output terminal of the pulse width modulation signal. A drive power supply is connected to the power input terminal of the gate driver; The power switching transistor has its gate connected to the output terminal of the gate driver, its drain connected to the power ground, and its source connected to one end of the solenoid valve and serving as the output terminal of the solenoid valve drive circuit. A sampling resistor is connected in series between the positive terminal of the drive power supply and the solenoid valve circuit. The differential amplifier circuit has its positive and negative input terminals connected across the two ends of the sampling resistor, and its output terminal connected to the input terminal of the analog-to-digital converter.

4. The integrated chassis control system as described in claim 3, characterized in that, The integrated chassis control system also includes: The freewheeling diode has its anode connected to the source of the power switch and its cathode connected to the node where the sampling resistor is connected to the positive terminal of the drive power supply.

5. The integrated chassis control system as described in claim 4, characterized in that, The wheel-end controller also includes: A common power input port is configured to receive vehicle power; an input filtering and protection circuit is connected to the common power input port; and a power distribution node is connected to the output of the input filtering and protection circuit. A first power supply branch, originating from the power distribution node, is configured to provide a first voltage to the local processor and the gate driver; The second power supply branch, which is led out from the power distribution node, is configured to provide a second voltage to the motor drive circuit and the solenoid valve drive circuit. Grounding network, the grounding network comprising: A power ground network serves as the return path for power current in the motor drive circuit and the solenoid valve drive circuit. The signal ground network serves as the reference ground for the control circuitry in the wheel-end processor. The power ground network and the signal ground network are physically isolated on the circuit wiring layer and are connected to a common grounding point through independent traces at a single point.

6. The integrated chassis control system as described in claim 5, characterized in that, The common grounding point is located at the negative terminal of the filter capacitor in the input filtering and protection circuit.

7. The integrated chassis control system as described in any one of claims 1-6, characterized in that, The integrated controller also includes: The timer is configured to generate periodic hardware trigger signals; Analog-to-digital converter unit, including: Multiple physical input channels, each connected to the first sensor interface group and the second sensor interface group via a corresponding differential amplifier circuit, are used to receive brake sensing signals and suspension sensing signals output by the differential amplifier circuit; and An external trigger pin is connected to the timer; The analog-to-digital converter unit is configured to synchronously initiate sampling and analog-to-digital conversion operations on the plurality of physical input channels to obtain sampled data in response to the hardware trigger signal received through the external trigger pin.

8. The integrated chassis control system as described in claim 7, characterized in that, The braking sensors include four wheel speed sensors and one electronic brake pedal sensor; the suspension sensors include four sprung acceleration sensors and four unsprung acceleration sensors.

9. The integrated chassis control system as described in claim 7, characterized in that, The integrated controller also includes: The direct memory access controller, with its trigger terminal associated with the analog-to-digital converter unit and its data transmission channel connected to the system memory, is configured to automatically transmit the sampled data obtained through analog-to-digital conversion to a designated area of ​​the system memory in response to an analog-to-digital conversion completion event. An interrupt controller, connected to the direct memory access controller, is configured to generate an interrupt request in response to the direct memory access controller completing a frame data transfer to the designated region. The central processing unit is connected to the interrupt controller and the direct memory access controller, and is configured to: in response to the interrupt request, exchange data access pointers pointing to the first buffer and the second buffer respectively and update the target address register of the direct memory access controller, so that subsequent data writing and algorithm reading alternate between the two buffers.

10. A vehicle, characterized in that, The vehicles include: Integrated chassis control system as described in any one of claims 1-9; Multiple brake actuators, each brake actuator being connected to the output terminal of the motor drive circuit in the integrated chassis control system; Multiple shock absorber actuators are provided, and each shock absorber actuator is connected to the output terminal of the solenoid valve drive circuit in the integrated chassis control system.

11. A method for coordinated control of vehicle braking and suspension, executed by the integrated chassis control system according to any one of claims 1-9, the method comprising: Simultaneously acquire sensor signals from multiple brake sensors and multiple suspension sensors; Within the same central processing unit of the integrated controller, collaborative decisions are made based on the sensor signals, and integrated control commands are generated, wherein the integrated control commands include braking control components and suspension damping control components for the same wheel. The integrated control commands are sent to the wheel-end controller of the controlled wheel via a dedicated communication link; The wheel-end controller drives the brake actuator and / or shock absorber actuator of the controlled wheel according to the integrated control command.

12. The method as described in claim 11, characterized in that, The synchronous acquisition of sensing signals from multiple braking sensors and multiple suspension sensors includes: Periodic hardware trigger signals are generated by a timer in the integrated controller; In response to the periodic hardware trigger signal, the analog-to-digital converter units associated with all braking sensors and suspension sensors are controlled to synchronously start sampling in order to obtain digital quantities with consistent timestamps, thereby obtaining the sensing signal.

13. The method as described in claim 12, characterized in that, The method further includes: The sensing signal is automatically stored in a designated area of ​​the system memory using direct memory access.

14. The method as described in claim 13, characterized in that, The designated region is configured as a double-buffered structure, and the double-buffered structure includes a first buffer and a second buffer. The method further includes: After a complete frame of acquired data is written to the current write buffer in the double buffer structure, the logical pointers pointing to the first buffer and the second buffer are swapped, wherein the current write buffer is either the first buffer or the second buffer. The step of making collaborative decisions based on the sensing signals and generating integrated control instructions includes: making the collaborative decisions based on sampled data in a buffer that has been switched to a read state, wherein another buffer is used to write the next frame of sampled data.

15. The method according to any one of claims 11-14, characterized in that, The shock absorber's actuator is a solenoid valve; The brake actuator and / or shock absorber actuator, driven by the wheel-end controller according to the integrated control command, includes: Analyze the integrated control command to separate the braking control component and the suspension damping control component; Within the same control cycle, a first drive signal is generated based on the braking control component to control the brake actuator, and a second drive signal is generated based on the suspension damping control component to control the solenoid valve.

16. The method as described in claim 15, characterized in that, The method further includes: Monitor the drive current flowing through the solenoid valve; The monitored drive current is compared with the target current value corresponding to the suspension damping control component to obtain the comparison result; The second drive signal is adjusted according to the comparison result to control the solenoid valve.

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