Vehicle emergency correction and mobile control method and device based on intelligent driving domain control

Abstract

The application discloses a vehicle emergency correction and mobile control method and device based on intelligent driving domain control, belongs to the technical field of vehicle intelligent control, and is applied to a vehicle chassis type lifting universal wheel system and comprises the following steps: system integration: the lifting universal wheel system is connected to the vehicle intelligent driving domain control through a CANFD bus, bidirectional signal interaction between the lifting universal wheel system and the intelligent driving domain control is realized, environment sensing data and vehicle operation data collected by the wheel speed sensor, the vehicle body posture sensor, the millimeter wave radar and the ultrasonic wave radar of the intelligent driving domain control are shared, and the signal interaction delay is less than or equal to 0.05s; omnidirectional mobile control: in response to omnidirectional mobile demand, the target rotation angle and the target rotation speed of each lifting universal wheel are calculated based on a Mecanum wheel kinematics model, and each lifting universal wheel is driven to perform corresponding actions; the lifting universal wheel system and the intelligent driving domain control can be deeply integrated, and the automatic passing capacity and the emergency safety performance of the vehicle are improved.

Description

Technical Field

[0001] This invention belongs to the field of vehicle intelligent control technology, specifically relating to a vehicle emergency correction and movement control method and device based on intelligent driving domain control. Background Technology

[0002] As the level of vehicle intelligence continues to improve, low-speed omnidirectional movement scenarios such as automatic parking and narrow road passage place higher demands on vehicle maneuverability. At the same time, emergency safety control under sudden conditions such as tire blowout and loss of steering control has become a key issue that intelligent vehicles urgently need to solve.

[0003] Existing omnidirectional movement and emergency correction devices for automobiles suffer from the following core technical defects: First, they are disconnected from intelligent driving systems, mostly operating as independent control devices requiring manual driver operation, thus failing to achieve automated omnidirectional movement and having low practicality in scenarios such as automatic parking and narrow road passage. Second, their emergency response mechanisms are incomplete; in the event of a tire blowout or loss of steering control, they can only provide simple load-bearing support and cannot achieve active trajectory correction based on vehicle posture data, resulting in poor emergency correction effects and a high risk of accidents. Third, their control logic is simplistic, lacking a closed-loop feedback mechanism, leading to low angle and speed accuracy and large trajectory deviations during omnidirectional movement. Fourth, their system integration is poor; they cannot share environmental perception and vehicle operation data from the intelligent driving system, requiring additional sensors and control terminals, increasing overall vehicle cost and structural complexity.

[0004] While some intelligent driving assistance devices exist in existing technologies, they fail to address core issues such as deep integration of intelligent driving domain control and auxiliary wheel systems, closed-loop control for emergency correction, and automated calculation of omnidirectional movement. These shortcomings prevent them from meeting the automation, intelligence, and safety requirements of intelligent vehicles. Therefore, there is an urgent need for a vehicle emergency correction and omnidirectional movement control method and device based on intelligent driving domain control to achieve seamless integration with the intelligent driving system and improve the vehicle's automated passage capability and emergency safety performance.

[0005] The information disclosed in this background section is intended only to enhance the understanding of the overall background of the invention and should not be construed as an admission or in any way implying that the information constitutes prior art known to those skilled in the art. Summary of the Invention

[0006] The purpose of this invention is to provide a vehicle emergency correction and movement control method and device based on intelligent driving domain control, which can achieve deep integration of the lifting universal wheel system and intelligent driving domain control, thereby improving the vehicle's automated passage capability and emergency safety performance.

[0007] To achieve the above objectives, a specific embodiment of the present invention provides the following technical solution: A vehicle emergency correction and movement control method based on intelligent driving domain control, applied to a vehicle chassis-type lifting omnidirectional wheel system, includes the following steps: System Integration: The lifting omnidirectional wheel system is connected to the vehicle intelligent driving domain control via CANFD bus to realize bidirectional signal interaction between the lifting omnidirectional wheel system and the intelligent driving domain control. It shares environmental perception data and vehicle operation data collected by the wheel speed sensor, body attitude sensor, millimeter-wave radar and ultrasonic radar of the intelligent driving domain control. The signal interaction delay is ≤0.05s. Omnidirectional movement control: In response to omnidirectional movement requirements, the target rotation angle and target speed of each lifting omnidirectional wheel are calculated based on the Mecanum wheel kinematic model, and each lifting omnidirectional wheel is driven to perform corresponding actions. Closed-loop correction is performed through real-time feedback of actual angle and speed until the deviation is within the allowable range, realizing translation, turning on the spot or diagonal movement without the participation of the vehicle's main wheels. Emergency Correction Control: In response to a detected tire blowout or loss of steering control, the lifting caster on the faulty side is controlled to quickly land and bear weight within 0.2s. Based on the vehicle posture data, the reverse lateral force is calculated, and the rotation angle and speed of each lifting caster are adjusted through four-wheel differential control. The vehicle's driving trajectory is corrected within 1s, so that the trajectory return deviation is ≤0.5m. Mode switching: Based on the vehicle's speed, the lifting caster system automatically switches between the storage and locking mode and the standby mode.

[0008] In one or more embodiments of the present invention, the omnidirectional movement control step further includes: Trigger: The intelligent driving domain control recognizes the omnidirectional movement needs of the vehicle for automatic parking or narrow road passage and generates a trigger signal, or the driver issues an omnidirectional movement command through the vehicle's central control and generates a trigger signal, which is sent to the central controller of the lifting omnidirectional wheel system. Solution: The central controller receives the trigger signal and the perception data transmitted by the intelligent driving domain control, and calculates the target rotation angle and target speed of the four sets of lifting omnidirectional wheels based on the Mecanum wheel kinematic model. The accuracy of the target rotation angle reaches ±0.5°. Execution: The central controller sends the calculated control commands to the module drivers of each lifting caster via the CANFD bus. The module drivers drive the rotary motors to adjust the lifting casters to the target rotation angle and simultaneously adjust the rotation speed of the rotary motors. Closed-loop correction: Angle sensors and wheel speed sensors collect the actual rotation angle and actual speed of each lifting caster in real time and feed them back to the central controller. The central controller compares the actual value with the target value. If the deviation exceeds ±1° or ±5r / min, it immediately sends a correction command to the module driver until the deviation between the actual value and the target value is within the allowable range. Stop: When the intelligent driving domain controller determines that the vehicle has completed an omnidirectional movement or the driver issues a stop command, the central controller sends a stop signal to the module driver. The module driver stops driving the rotary motor, and the lifting casters perform a dual mechanical and electronic locking action.

[0009] In one or more embodiments of the present invention, the emergency correction control step further includes: Fault detection: Real-time acquisition of the rotational speed of each lifting caster and the vehicle's roll angle, pitch angle, and sideslip angle. When a sudden change in the rotational speed of a single wheel is detected to be ≥50% and the vehicle's sideslip angle is ≥15°, the system determines within 0.1s that the vehicle has experienced a tire blowout or loss of steering control, generates a fault detection signal, and sends it to the central controller. Emergency Trigger: After receiving the fault detection signal, the central controller generates an emergency trigger command within 0.2 seconds and sends it to the corresponding faulty side's lifting caster module driver. This drives the hydraulic solenoid directional valve to open, and the hydraulic lifting push rod to extend quickly, allowing the lifting caster to land and bear weight, increasing the load-bearing ratio of the faulty side's lifting caster to 30%. Trajectory correction: Based on real-time collected vehicle posture data, the central controller calculates the reverse lateral force that can counteract the vehicle's tail-swing or tilting tendency. Through the four-wheel differential control algorithm, it adjusts the rotation angle and speed of the four sets of lifting universal wheels, generates trajectory correction commands and sends them to the module driver to achieve rapid correction of the vehicle's driving trajectory. The trajectory correction time is ≤1s and the trajectory return deviation is ≤0.5m. Speed ​​limit protection: The central controller sends a fault detection signal to the vehicle's ECU. After receiving the signal, the vehicle's ECU limits the vehicle's speed to ≤20km / h. At the same time, the vehicle's central control screen displays an emergency mode prompt to guide the driver to drive the vehicle to a safe area.

[0010] In one or more embodiments of the present invention, the mode switching step is specifically as follows: when the vehicle speed is ≥30km / h, the lifting universal wheel system automatically enters the storage locking mode, the lifting universal wheel is stored in the pneumatically sealed storage compartment and mechanical and electronic dual locking is performed; when the vehicle speed is ≤30km / h, the lifting universal wheel system automatically enters the standby state and responds in real time to the trigger signal of omnidirectional movement control or emergency correction control.

[0011] In one or more embodiments of the present invention, the omnidirectional movement control step is characterized in that the position error of the vehicle after completing the translational movement is ≤ ±50mm, and the angle error after completing the turn-around movement is ≤ ±0.5°.

[0012] In one or more embodiments of the present invention, the feature is that it includes: The central control unit is the main control unit of the lifting omnidirectional wheel system. It is bidirectionally connected to the vehicle intelligent driving domain control and the four modular wheel set control units through the CANFD bus interface unit, and is used for signal reception, transmission and calculation. Four modular wheel control units, each including a module driver, a hydraulic control module and a rotation drive module, are electrically connected to the execution unit and are used to control the lifting and rotation of the corresponding lifting caster according to the instructions of the central control unit. The CANFD bus interface unit is used to enable high-speed communication between the central control unit and the vehicle intelligent driving domain control and modular wheel assembly control unit; The power supply unit includes a vehicle power supply module and a backup power supply module. The backup power supply module is a DC12V / 20Ah lithium battery with charge and discharge protection function, which is used to automatically switch power supply within 0.1s when the vehicle power supply module loses power. The sensing unit includes an angle sensor, a pressure sensor, a wheel speed sensor, and a vehicle posture sensor, which are electrically connected to the central control unit to collect and feed back real-time data on the angle of the lifting caster, the pressure of the hydraulic system, the rotation speed of the lifting caster, and the vehicle's posture. The actuator includes a hydraulic lifting push rod, a rotary motor, an electromagnetic reversing valve, a mechanical locking electromagnet, and a pneumatic sealing chamber drive device, which are electrically connected to the modular wheel assembly control unit to perform lifting, rotating, locking, and sealing actions.

[0013] In one or more embodiments of the present invention, the four sets of modular wheel control units are set independently to control the four lifting casters, and the four lifting casters are set in four independent pneumatic sealing chambers, which can realize the individual control of a single set of lifting casters or the coordinated control of the four sets of lifting casters.

[0014] In one or more embodiments of the present invention, the communication rate of the CANFD bus is 500kbps-2Mbps, and the central control unit is a 32-bit MCU with a built-in data processing module and signal transceiver module, used to realize real-time processing and calculation of environmental perception data, vehicle operation data and sensor-collected data.

[0015] In one or more embodiments of the present invention, in the emergency correction control, the load-bearing pressure after the lifting caster lands is collected in real time by a pressure sensor and fed back to the central controller, and the central controller dynamically adjusts the load-bearing pressure through a hydraulic control module.

[0016] In one or more embodiments of the present invention, the device is adapted to passenger cars, SUVs, and MPVs, and installation does not require modification of the original vehicle chassis structure.

[0017] Compared with existing technologies, the vehicle emergency correction and movement control method and device based on intelligent driving domain control of the present invention achieves omnidirectional automated movement control through deep integration with intelligent driving domain control, eliminating the need for manual intervention. This increases the success rate of automatic parking to 98% and improves narrow road passage efficiency by 60%. In the event of a tire blowout / loss of control, detection occurs in 0.1s, triggering in 0.2s, and correction in 1s, with a trajectory correction deviation ≤0.5m, reducing the accident rate by 80% and significantly improving driving safety. Omnidirectional movement employs closed-loop feedback control, with a position error ≤±50mm and an angle error ≤±0.5°, achieving control precision far exceeding existing technologies. Sharing the perception data of the intelligent driving system eliminates the need for additional sensors and control terminals, reducing overall vehicle costs and simplifying the structure. Furthermore, it enables deep integration of the lifting omnidirectional wheel system with intelligent driving domain control, enhancing the vehicle's automated passage capability and emergency safety performance. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 This is a system integration topology diagram in one embodiment of the present invention; Figure 2 This is a flowchart of omnidirectional movement control in one embodiment of the present invention; Figure 3 This is a flowchart of an emergency correction control system according to one embodiment of the present invention; Figure 4 This is a schematic diagram of the hardware structure of the device in one embodiment of the present invention.

[0020] Explanation of key figure labels: 100. Central control unit; 200. Modular wheel assembly control unit; 210. Module driver; 220. Hydraulic control module; 230. Rotation drive module; 300. CAN FD bus interface unit; 400. Power supply unit; 410. Vehicle power supply module; 420. Backup power supply module; 500. Sensing unit; 510. Angle sensor; 520. Pressure sensor; 530. Wheel speed sensor; 540. Vehicle attitude sensor; 600. Actuation unit; 610. Hydraulic lifting push rod; 620. Rotary motor; 650. Pneumatic sealing chamber drive device; 651. Chamber cover; 660. Pneumatic sealing storage chamber; 700. Intelligent driving domain control. Detailed Implementation

[0021] To enable those skilled in the art to better understand the technical solutions in this disclosure, the technical solutions in the embodiments of this disclosure will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this disclosure, and not all embodiments. Based on the embodiments in this disclosure, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of this disclosure.

[0022] Example 1: As Figure 1 As shown, the overall integrated topology of the vehicle emergency correction and movement control device based on intelligent driving domain control of the present invention includes intelligent driving domain control 700 and lifting universal wheel system; The Intelligent Driving Domain Control 700 integrates a data processing unit with sensing elements such as wheel speed sensor, vehicle attitude sensor, millimeter-wave radar, and ultrasonic radar. The lifting caster system includes a central control unit 100, four modular wheel control units 200, a CAN FD bus interface unit 300, a power supply unit 400, a sensing unit 500, and an execution unit 600.

[0023] The central control unit 100 uses a 32-bit MCU with built-in data processing module and signal transceiver module. It is bidirectionally connected to the intelligent driving domain control 700 and 4 sets of modular wheel control units 200 through the CAN FD bus interface unit 300. The communication rate of the CAN FD bus is 500kbps-2Mbps, ensuring that the signal interaction delay is ≤0.05s.

[0024] The modular wheel set control unit 200 consists of four independently configured groups, each corresponding to control the four lifting omnidirectional wheels: left front, right front, left rear, and right rear. Each modular wheel set control unit 200 includes a module driver 210, a hydraulic control module 220, and a rotation drive module 230, which are electrically connected to the execution unit 600.

[0025] The power supply unit 400 includes a vehicle power supply module 410 and a backup power supply module 420. The backup power supply module 420 is a DC12V / 20Ah lithium battery with charge and discharge protection function; when the vehicle power supply module 410 loses power, the backup power supply module 420 can automatically switch power supply within 0.1s to ensure continuous operation of the device.

[0026] The sensing unit 500 includes an angle sensor 510, a pressure sensor 520, a wheel speed sensor 530, and a vehicle posture sensor 540, which are electrically connected to the central control unit 100 respectively. They are used to collect and feed back real-time data on the angle of the lifting caster, the pressure of the hydraulic system, the rotation speed of the lifting caster, and the vehicle's posture.

[0027] The actuator 600 includes a hydraulic lifting push rod 610, a rotary motor 620, an electromagnetic reversing valve, a mechanical locking electromagnet, a pneumatic sealing chamber drive device 650, and a chamber cover 651, which are electrically connected to the modular wheel set control unit 200 to perform lifting, rotating, locking, and sealing actions.

[0028] like Figure 4 As shown, the device's hardware structure adopts a modular design, with each lifting universal wheel assembly independently installed within the pneumatically sealed storage compartment 660 below the chassis. The upper end of the hydraulic lifting push rod 610 is fixed to the chassis, and the lower end is connected to the wheel frame; the rotary motor 620 is mounted on the wheel frame, with its output shaft connected to the Mecanum wheel; the angle sensor 510 is installed at the center of the wheel hub; the pressure sensor 520 is installed at the connection between the push rod top and the chassis; the mechanical locking electromagnet is installed on the side of the wheel frame, and the locking pin can be inserted into the wheel hub; the pneumatically sealed compartment drive device 650 is a telescopic cylinder. When the wheel hub descends, the pneumatically sealed compartment drive device 650 extends to push the compartment cover 651 outwards; when the wheel hub rises, the pneumatically sealed compartment drive device 650 telescopically pushes the compartment cover 651 back to its original position. The space opened by the compartment cover 651 is sufficient to accommodate the space occupied by the wheel hub during lifting and lowering, without affecting the lifting and lowering of the wheel hub.

[0029] The CAN FD bus adopts a bus topology, with the Intelligent Driving Domain Controller 700, the Central Control Unit 100, and the four modular wheel set control units 200 all connected to the bus to achieve bidirectional high-speed communication.

[0030] Example 2: Combination Figure 2 This embodiment details the specific implementation process of omnidirectional movement control in an automatic parking scenario.

[0031] When the vehicle enters automatic parking mode, the Intelligent Driving Domain Control 700 identifies the parking space using ultrasonic radar, determines that it needs to be moved into the parking space in an all-directional manner, generates a trigger signal, and sends it to the central control unit 100 via the CAN FD bus.

[0032] The central control unit 100 receives the trigger signal and accesses the vehicle position, distance to surrounding obstacles, and other perception data shared by the intelligent driving domain control 700. Based on the Mecanum wheel kinematics model, the central control unit 100 calculates the target rotation angle of the four sets of lifting omnidirectional wheels to be 90° and the target rotation speed to be 50 r / min, to meet the requirements for the vehicle's lateral translation into position. The calculation accuracy of the target rotation angle reaches ±0.5°.

[0033] The central control unit 100 sends the calculated control commands to the module drivers 210 of each modular wheel set control unit 200 via the CAN FD bus. The module drivers 210 drive the rotary motor 620 to adjust the corresponding lifting omnidirectional wheel to the target angle of 90° and rotate it synchronously at a speed of 50 r / min. At this time, the vehicle moves laterally into position under the drive of the four sets of omnidirectional wheels, and the entire process does not require the participation of the vehicle's main wheels.

[0034] During movement, the angle sensor 510 and wheel speed sensor 530 collect the actual rotation angle and speed of each lifting caster in real time, and feed the collected data back to the central control unit 100 via the CAN FD bus. The central control unit 100 compares the actual values ​​with the target values. When it detects that the angle deviation of a caster exceeds ±1°, it immediately sends a correction command to fine-tune the speed of that caster to 48 r / min to compensate for the angle deviation and ensure translation accuracy. Closed-loop correction continues until the deviation between the actual value and the target value is within the allowable range, which is ≤ ±1° for angle deviation and ≤ ±5 r / min for speed deviation.

[0035] After parking, the intelligent driving domain controller 700 determines that the vehicle has completed omnidirectional movement and sends a stop signal to the central control unit 100. The central control unit 100 then sends a stop signal to the module driver 210, which stops driving the rotary motor 620 and simultaneously controls the mechanical locking electromagnet to activate, causing the lifting casters to perform a dual mechanical and electronic locking action, ensuring vehicle stability. Measurements show that the vehicle's positional error after lateral movement is ≤ ±50mm, and its angular error after a U-turn is ≤ ±0.5°.

[0036] Example 3; combined with Figure 3 This embodiment details the specific implementation process of emergency corrective control when a tire blows out suddenly while the vehicle is traveling at high speed.

[0037] When the vehicle is traveling at 80 km / h, the right front main wheel suddenly blows out. The wheel speed sensor 530 collects the rotational speed of each lifting swivel wheel in real time. The wheel speed sensor 530 is used to monitor the status of the lifting swivel wheels. The tire blowout detection relies on the original main wheel speed signal, which is shared through the intelligent driving domain control 700. When the sudden deviation of the right front main wheel speed reaches 60%, exceeding the preset threshold of 50%, and at the same time the vehicle attitude sensor 540 detects that the vehicle's sideslip angle reaches 18°, exceeding the preset threshold of 15°, the central control unit 100 determines that the vehicle has experienced a tire blowout fault within 0.1 seconds and generates a fault detection signal.

[0038] After receiving the fault detection signal, the central control unit 100 generates an emergency trigger command within 0.2 seconds and sends it to the corresponding lifting caster module driver 210 on the faulty side via the CANFD bus. The module driver 210 drives the hydraulic solenoid directional valve to open, and high-pressure hydraulic oil enters the hydraulic lifting push rod 610, causing the push rod to extend rapidly and push the right front lifting caster to land quickly and bear weight within 0.2 seconds. The pressure sensor 520 collects the load-bearing pressure of the wheel after landing in real time and feeds it back to the central control unit 100. By dynamically adjusting the hydraulic system pressure, the load-bearing ratio of the lifting caster on the faulty side is precisely increased to 30%, effectively supporting the vehicle body that collapsed due to the tire blowout.

[0039] As the wheels land, the central control unit 100, based on real-time vehicle attitude data collected by the vehicle attitude sensor 540 (such as roll angle, pitch angle, slip angle, and their rate of change), calculates a counter-lateral force to counteract the vehicle's fishtailing / rolling tendency using a built-in algorithm. Subsequently, through a four-wheel differential control algorithm, the central control unit 100 generates a trajectory correction command: adjusting the rotation angle of the right front wheel assembly to 15° and the left rear wheel assembly to -15°, and adjusting the speed of each wheel accordingly. After the command is sent to the respective module drivers 210, each wheel assembly quickly reacts, counteracting the vehicle's fishtailing tendency within 1 second and rapidly correcting the vehicle's trajectory. Measurements show that the trajectory correction deviation for this emergency correction was 0.3m, less than the allowable upper limit of 0.5m.

[0040] Simultaneously, the central control unit 100 sends a fault detection signal to the vehicle's ECU, which is then forwarded through the intelligent driving domain control 700. Upon receiving the signal, the vehicle ECU immediately limits the vehicle's speed to ≤20km / h. The vehicle's central control screen displays a message: "Tire blowout emergency mode, please go to a safe area to change the tire," guiding the driver to slowly drive the vehicle to a safe area on the side of the road.

[0041] After the vehicle comes to a complete stop, the driver presses the "Tire Change Assist" button on the central control screen. The central control unit 100 then extends the hydraulic lifting lever 610 of the right front swivel wheel, raising the chassis by 8cm. At this time, the vehicle's levelness is monitored and fed back by the attitude sensor 540, and the central control unit 100 fine-tunes the weight distribution on each wheel to ensure the vehicle's levelness error is ≤0.8mm. The driver can complete the tire change operation alone without using a jack, and the entire process takes ≤10 minutes.

[0042] Example 4: The device of the present invention automatically switches the working mode according to the vehicle speed, taking into account both driving safety and ease of use.

[0043] When the vehicle is traveling at a speed of ≥30km / h on normal roads, the lifting caster system automatically enters the retraction locking mode. The central control unit 100 sends a command to control the hydraulic lifting push rod 610 to retract, completely retracting the lifting caster into the pneumatically sealed storage compartment 660 of the chassis. Subsequently, the pneumatically sealed compartment drive device 650 drives the compartment cover 651 to close, achieving IP68-level sealing protection. At the same time, the mechanical locking electromagnet actuates, mechanically locking the wheels, and the module driver 210 cuts off the motor power, achieving electronic locking and ensuring that the wheels will not accidentally extend during high-speed driving.

[0044] When the vehicle enters low-speed scenarios such as residential areas or parking lots with a speed of ≤30km / h, the lifting omnidirectional wheel system automatically enters standby mode. The lifting omnidirectional wheels are still stored in the compartment, but the system is ready. The central control unit 100, all sensors and actuators are in low-power standby mode, which can respond in real time to trigger signals for omnidirectional motion control or emergency correction control, and can be quickly activated once a command is received.

[0045] Example 5: When a vehicle enters a narrow alley, the Intelligent Driving Domain Control 700 uses millimeter-wave radar and ultrasonic radar to detect that the road width ahead is only 0.3 meters wider than the vehicle, making normal turning impossible. The Intelligent Driving Domain Control 700 determines that diagonal movement is necessary and generates a trigger signal to send to the central control unit 100. Based on environmental perception data, the central control unit 100 calculates the target angle and rotation speed of each wheel required for diagonal movement, driving the four sets of omnidirectional wheels to work in coordination. This allows the vehicle to maintain its original driving direction while shifting laterally, precisely avoiding obstacles on both sides and smoothly passing through the narrow road. The entire process is completed automatically, eliminating the need for the driver to repeatedly adjust the direction, improving narrow road passage efficiency by 60%.

[0046] In summary, this invention, by deeply integrating the lifting omnidirectional wheel system with intelligent driving domain control, achieves automated high-precision control of omnidirectional movement and rapid emergency correction in the event of a tire blowout / loss of control, significantly improving the vehicle's intelligence level and driving safety, and has extremely high practical value and broad application prospects.

[0047] It will be apparent to those skilled in the art that this disclosure is not limited to the details of the exemplary embodiments described above, and that this disclosure can be implemented in other specific forms without departing from its spirit or essential characteristics. Therefore, the embodiments should be considered in all respects as exemplary and non-limiting, and the scope of this disclosure is defined by the appended claims rather than the foregoing description. Thus, all variations falling within the meaning and scope of equivalents of the claims are intended to be included within this disclosure. No reference numerals in the claims should be construed as limiting the scope of the claims.

[0048] Furthermore, it should be understood that although this specification describes embodiments, not every embodiment contains only one independent technical solution. This narrative style is merely for clarity. Those skilled in the art should consider the specification as a whole, and the technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

Claims

1. A vehicle emergency correction and movement control method based on intelligent driving domain control, applied to a vehicle chassis-type lifting universal wheel system, characterized in that, Includes the following steps: System Integration: The lifting omnidirectional wheel system is connected to the vehicle intelligent driving domain control via CANFD bus to realize bidirectional signal interaction between the lifting omnidirectional wheel system and the intelligent driving domain control. It shares environmental perception data and vehicle operation data collected by the wheel speed sensor, body attitude sensor, millimeter-wave radar and ultrasonic radar of the intelligent driving domain control. The signal interaction delay is ≤0.05s. Omnidirectional movement control: In response to omnidirectional movement requirements, the target rotation angle and target speed of each lifting omnidirectional wheel are calculated based on the Mecanum wheel kinematic model, and each lifting omnidirectional wheel is driven to perform corresponding actions. Closed-loop correction is performed through real-time feedback of actual angle and speed until the deviation is within the allowable range, realizing translation, turning on the spot or diagonal movement without the participation of the vehicle's main wheels. Emergency Correction Control: In response to a detected tire blowout or loss of steering control, the lifting caster on the faulty side is controlled to quickly land and bear weight within 0.2s. Based on the vehicle posture data, the reverse lateral force is calculated, and the rotation angle and speed of each lifting caster are adjusted through four-wheel differential control. The vehicle's driving trajectory is corrected within 1s, so that the trajectory return deviation is ≤0.5m. Mode switching: Based on the vehicle's speed, the lifting caster system automatically switches between the storage and locking mode and the standby mode.

2. The vehicle emergency correction and movement control method based on intelligent driving domain control according to claim 1, characterized in that, The omnidirectional movement control steps further include: Trigger: The intelligent driving domain control recognizes the omnidirectional movement needs of the vehicle for automatic parking or narrow road passage and generates a trigger signal, or the driver issues an omnidirectional movement command through the vehicle's central control and generates a trigger signal, which is sent to the central controller of the lifting omnidirectional wheel system. Solution: The central controller receives the trigger signal and the perception data transmitted by the intelligent driving domain control, and calculates the target rotation angle and target speed of the four sets of lifting omnidirectional wheels based on the Mecanum wheel kinematic model. The accuracy of the target rotation angle reaches ±0.5°. Execution: The central controller sends the calculated control commands to the module drivers of each lifting caster via the CANFD bus. The module drivers drive the rotary motors to adjust the lifting casters to the target rotation angle and simultaneously adjust the rotation speed of the rotary motors. Closed-loop correction: Angle sensors and wheel speed sensors collect the actual rotation angle and actual speed of each lifting caster in real time and feed them back to the central controller. The central controller compares the actual value with the target value. If the deviation exceeds ±1° or ±5r / min, it immediately sends a correction command to the module driver until the deviation between the actual value and the target value is within the allowable range. Stop: When the intelligent driving domain controller determines that the vehicle has completed an omnidirectional movement or the driver issues a stop command, the central controller sends a stop signal to the module driver. The module driver stops driving the rotary motor, and the lifting casters perform a dual mechanical and electronic locking action.

3. The vehicle emergency correction and movement control method based on intelligent driving domain control according to claim 1, characterized in that, The emergency corrective control steps further include: Fault detection: Real-time acquisition of the rotational speed of each lifting caster and the vehicle's roll angle, pitch angle, and sideslip angle. When a sudden change in the rotational speed of a single wheel is detected to be ≥50% and the vehicle's sideslip angle is ≥15°, the system determines within 0.1s that the vehicle has experienced a tire blowout or loss of steering control, generates a fault detection signal, and sends it to the central controller. Emergency Trigger: After receiving the fault detection signal, the central controller generates an emergency trigger command within 0.2 seconds and sends it to the corresponding faulty side's lifting caster module driver. This drives the hydraulic solenoid directional valve to open, and the hydraulic lifting push rod to extend quickly, allowing the lifting caster to land and bear weight, increasing the load-bearing ratio of the faulty side's lifting caster to 30%. Trajectory correction: Based on real-time collected vehicle posture data, the central controller calculates the reverse lateral force that can counteract the vehicle's tail-swing or tilting tendency. Through the four-wheel differential control algorithm, it adjusts the rotation angle and speed of the four sets of lifting universal wheels, generates trajectory correction commands and sends them to the module driver to achieve rapid correction of the vehicle's driving trajectory. The trajectory correction time is ≤1s and the trajectory return deviation is ≤0.5m. Speed ​​limit protection: The central controller sends a fault detection signal to the vehicle's ECU. After receiving the signal, the vehicle's ECU limits the vehicle's speed to ≤20km / h. At the same time, the vehicle's central control screen displays an emergency mode prompt to guide the driver to drive the vehicle to a safe area.

4. The vehicle emergency correction and movement control method based on intelligent driving domain control according to claim 1, characterized in that, The specific mode switching steps are as follows: when the vehicle speed is ≥30km / h, the lifting universal wheel system automatically enters the storage locking mode, the lifting universal wheel is stored in the pneumatically sealed storage compartment and mechanically and electronically locked; when the vehicle speed is ≤30km / h, the lifting universal wheel system automatically enters the standby state and responds in real time to the trigger signal of omnidirectional movement control or emergency correction control.

5. The vehicle emergency correction and movement control method based on intelligent driving domain control according to claim 1, characterized in that, In the omnidirectional movement control steps, the position error of the vehicle after completing the translational movement is ≤ ±50mm, and the angle error after completing the turn-around movement is ≤ ±0.5°.

6. A vehicle emergency correction and movement control device based on intelligent driving domain control, used to implement the method described in any one of claims 1 to 5, characterized in that, include: The central control unit is the main control unit of the lifting omnidirectional wheel system. It is bidirectionally connected to the vehicle intelligent driving domain control and the four modular wheel set control units through the CANFD bus interface unit, and is used for signal reception, transmission and calculation. Four modular wheel control units, each including a module driver, a hydraulic control module and a rotation drive module, are electrically connected to the execution unit and are used to control the lifting and rotation of the corresponding lifting caster according to the instructions of the central control unit. The CANFD bus interface unit is used to enable high-speed communication between the central control unit and the vehicle intelligent driving domain control and modular wheel assembly control unit; The power supply unit includes a vehicle power supply module and a backup power supply module. The backup power supply module is a DC12V / 20Ah lithium battery with charge and discharge protection function, which is used to automatically switch power supply within 0.1s when the vehicle power supply module loses power. The sensing unit includes an angle sensor, a pressure sensor, a wheel speed sensor, and a vehicle posture sensor, which are electrically connected to the central control unit to collect and feed back real-time data on the angle of the lifting caster, the pressure of the hydraulic system, the rotation speed of the lifting caster, and the vehicle's posture. The actuator includes a hydraulic lifting push rod, a rotary motor, an electromagnetic reversing valve, a mechanical locking electromagnet, and a pneumatic sealing chamber drive device, which are electrically connected to the modular wheel assembly control unit to perform lifting, rotating, locking, and sealing actions.

7. The apparatus according to claim 6, characterized in that, The four modular wheel control units are set independently to control the four lifting casters, and the four lifting casters are set in four independent pneumatic sealed chambers, which can realize the individual control of a single lifting caster or the coordinated control of the four lifting casters.

8. The apparatus according to claim 6, characterized in that, The CANFD bus has a communication rate of 500kbps-2Mbps. The central control unit is a 32-bit MCU with built-in data processing module and signal transceiver module, which is used to realize real-time processing and calculation of environmental perception data, vehicle operation data and sensor-collected data.

9. The apparatus according to claim 6, characterized in that, In the emergency correction control, the load-bearing pressure after the lifting caster lands is collected in real time by a pressure sensor and fed back to the central controller. The central controller dynamically adjusts the load-bearing pressure through a hydraulic control module.

10. The apparatus according to claim 6, characterized in that, The device is compatible with passenger cars, SUVs, and MPVs, and does not require modification of the vehicle's original chassis structure during installation.

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