Chassis domain controller-based cooperative control method, system, medium and product

Abstract

The application discloses a chassis domain controller-based cooperative control method and system, a medium and a product. The method comprises the following steps: in response to receiving a driving request, acquiring first state data; determining initial control instructions of a plurality of actuators according to the first state data; wherein the plurality of actuators comprise a wheel hub motor, an EMB actuator and a steering motor; constructing a multi-objective optimization function and a constraint condition according to the initial control instructions; wherein the multi-objective optimization function comprises an actuator action cost function and a tire adhesion margin function, and the constraint condition comprises at least two of the following: a motion balance constraint, a tire adhesion constraint, an actuator physical constraint and an actuator fault state constraint; and sending optimal control instructions output by a multi-objective optimization model to the plurality of actuators.

Description

Technical Field

[0001] This application relates to the field of chassis drive-by-wire technology, and in particular to a collaborative control method, system, medium, and product based on a chassis domain controller. Background Technology

[0002] With the development of intelligent electric vehicles and the increasing steer-by-wire capabilities of chassis, in-wheel motor drive, electromechanical braking (EMB), and steer-by-wire (SBW) have become core technologies for next-generation intelligent chassis. These technologies bring unprecedented flexibility and precision to vehicle dynamics control, but their high integration also presents new challenges: Most existing solutions treat braking (including regenerative braking and friction braking) and steering as independent functions, only performing simple hardware backups or functional replacements in case of failure. This fails to fully utilize the control potential of each actuator (hub motor, EMB, steering motor), resulting in low synergistic efficiency. Summary of the Invention

[0003] This application provides a collaborative control method, system, medium, and product based on a chassis domain controller.

[0004] In a first aspect, this application provides a cooperative control method based on a chassis domain controller. This method includes: in response to receiving a driving request, acquiring first state data; determining initial control commands for multiple actuators based on the first state data; wherein the multiple actuators include a hub motor, an EMB actuator, and a steering motor; constructing a multi-objective optimization function and constraints based on the initial control commands; wherein the multi-objective optimization function includes an actuator motion cost function and a tire adhesion margin function, and the constraints include at least two of the following: motion balance constraints, tire adhesion constraints, actuator physical constraints, and actuator fault state constraints; and sending the optimal control command output by the multi-objective optimization model to the multiple actuators.

[0005] Optionally, the optimal control command output by the multi-objective optimization model is sent to multiple actuators, including: Minimize multiple objective optimization functions to obtain the optimal control command that satisfies the constraints; The braking force compensation scheme is determined based on the optimal control command and the preset command threshold; the preset command threshold is obtained by parsing the driving request. The braking force compensation scheme is sent to multiple actuators.

[0006] Optionally, the optimal control commands include: the target torque of the hub motor of the i-th wheel, the braking torque of the EMB actuator of the i-th wheel, and the steering angle of the steering motor, including the forward steering angle. and / or back corner Where i is a positive integer, and the target torque is either regenerative braking torque or drive torque; the preset command threshold includes at least one of the following: total longitudinal force Total lateral force Total yaw moment ; The braking force compensation scheme is determined based on the optimal control command and the preset command threshold, including: Determine if the current longitudinal force on the wheel meets the requirements. And whether the current lateral force of the wheel meets the requirements. ; If it is determined that the condition is not met. If the difference between the road adhesion coefficient and the limit threshold in the road adhesion data meets the preset difference threshold, then the braking force compensation scheme is to maintain... Under the premise of not changing, the forward steering angle of the steering motor Based on this, add angle compensation δ+ to reduce the lateral force of the i-th wheel. Increase to 'The plan; among which, The projection component on the vehicle's longitudinal axis is used to compensate for the longitudinal force; the current longitudinal force is the longitudinal force corresponding to the regenerative braking torque of the hub motor of the i-th wheel and the regenerative braking torque of the EMB actuator of the i-th wheel in the optimal control command. If it is determined that the condition is not met. The braking force distribution scheme is to add a longitudinal force to the longitudinal braking force of the hub motor of the j-th wheel, so as to reduce the longitudinal force F of the j-th wheel. xj Increase to ', The projected component on the vehicle's lateral axis is used to generate the corrected yaw moment. The scheme is to compensate for the lateral force; where the j-th wheel is the wheel with the lowest lateral force utilization; the current lateral force is the target torque of the hub motor of the i-th wheel in the optimal control command, as well as the braking torque of the EMB actuator of the i-th wheel and the lateral force corresponding to the steering motor angle caused by the steering motor angle.

[0007] Optionally, the chassis domain controller-based cooperative control method further includes: Determine whether the target actuator exists among multiple actuators; If a target actuator exists, determine the fault type of the target actuator, optimize the constraints according to the fault type, and re-execute the steps of minimizing multiple target optimization functions to obtain the optimal control command that satisfies the constraints. If the target executor does not exist, then execute the following respectively: Multiple objective optimization functions are constructed based on the tire adhesion margin function and the actuator motion cost function; Determine if the current longitudinal force on the wheel meets the requirements. And whether the current lateral force of the wheel meets the requirements. .

[0008] Optionally, the chassis domain controller-based cooperative control method further includes: Determine the number of failures of the target actuator; If the number of failures exceeds a preset threshold, the target actuator will be disabled. If the target actuator to be disabled is to disable the regenerative braking torque function of the hub motor of the i-th wheel, then the braking force compensation scheme is to disable the flag of the regenerative braking torque function of the hub motor of the i-th wheel. The scheme is to set the value to 0, increase the regenerative braking torque of the wheel coaxial with the i-th wheel, and increase the braking torque of the EMB actuator of the i-th wheel. If the target actuator to be disabled is the EMB actuator of the i-th wheel, then the braking force distribution scheme is to increase the regenerative braking torque of the hub motor of the i-th wheel.

[0009] Optionally, the chassis domain controller-based cooperative control method further includes: If the longitudinal force corresponding to the regenerative braking torque of the hub motor of the i-th wheel is insufficient, the braking force compensation scheme also includes compensating for the yaw moment by combining the steering motor angle with the longitudinal braking force of the wheel on the same side as the i-th wheel.

[0010] Optionally, the first state data includes vehicle state data, actuator state data, and road surface adhesion data; and / or, the formula for the multi-objective optimization function is:

[0011]

[0012] in, Let Tmi be the target torque of the hub motor of the i-th wheel, and Tbi be the braking torque of the EMB actuator of the i-th wheel. For the corner, The cost function for the actuator action; Let w1 be the tire adhesion margin function, and w2 be the weighting coefficients.

[0013] Optionally, the constraints include at least one of the following: The motion equilibrium constraints are:

[0014] Where m is the vehicle weight. For longitudinal vehicle speed, The lateral speed is the speed of the vehicle. The yaw rate is angular velocity. The sideslip angle is the angle between the vehicle's center of gravity and its body. , For the front and rear axle lateral stiffness, Let Z be the moment of inertia of the vehicle about the z-axis. , The distances from the front and rear axles to the center of gravity are the following: For wheelbase, F x1 F x2 F x3 and F x4 These are the longitudinal forces of the first, second, third, and fourth wheels, respectively. The tire adhesion constraint conditions are:

[0015] in, Let be the lateral force of the i-th wheel. Let the longitudinal force be that of the i-th wheel. Let be the road surface adhesion coefficient of the i-th vehicle. Let be the vertical load on the i-th wheel; The physical constraints of the actuator are:

[0016]

[0017]

[0018]

[0019] in, This represents the minimum torque of the hub motor. This is the maximum torque of the hub motor. This is the minimum braking torque of the EMB actuator. This is the maximum braking torque of the EMB actuator. For the maximum forward turning angle, The largest back turn angle; If the flag hi=1 of the EMB actuator of the i-th wheel, then the fault state constraint is: If hi=0, it indicates an EMB actuator malfunction. If the flag qi=1 for the regenerative braking torque of the hub motor of the i-th wheel, then when the target torque is the driving torque, the fault state constraint condition is: .

[0020] Secondly, embodiments of this application provide a cooperative control system based on a chassis domain controller. This cooperative control system includes a chassis domain controller and multiple actuators. The chassis domain controller is configured to: in response to receiving a driving request, acquire first state data; determine initial control commands for the multiple actuators based on the first state data; wherein the multiple actuators include hub motors, EMB actuators, and steering motors; construct a multi-objective optimization function and constraints based on the initial control commands; wherein the multi-objective optimization function includes an actuator motion cost function and a tire adhesion margin function, and the constraints include at least two of the following: motion balance constraints, tire adhesion constraints, actuator physical constraints, and actuator fault state constraints; and send the optimal control commands output by the multi-objective optimization model to the multiple actuators.

[0021] Optionally, the optimal control command output by the multi-objective optimization model is sent to multiple actuators, including: Minimize multiple objective optimization functions to obtain the optimal control command that satisfies the constraints; The braking force compensation scheme is determined based on the optimal control command and the preset command threshold; the preset command threshold is obtained by parsing the driving request. The braking force compensation scheme is sent to multiple actuators.

[0022] Optionally, the optimal control commands include: the target torque of the hub motor of the i-th wheel, the braking torque of the EMB actuator of the i-th wheel, and the steering angle of the steering motor, including the forward steering angle. and / or back corner Where i is a positive integer, and the target torque is either regenerative braking torque or drive torque; the preset command threshold includes at least one of the following: total longitudinal force Total lateral force Total yaw moment ; The braking force compensation scheme is determined based on the optimal control command and the preset command threshold, including: Determine if the current longitudinal force on the wheel meets the requirements. And whether the current lateral force of the wheel meets the requirements. ; If it is determined that the condition is not met. If the difference between the road adhesion coefficient and the limit threshold in the road adhesion data meets the preset difference threshold, then the braking force compensation scheme is to maintain... Under the premise of not changing, the forward steering angle of the steering motor Based on this, add angle compensation δ+ to reduce the lateral force of the i-th wheel. Increase to 'The plan; among which, The projection component on the vehicle's longitudinal axis is used to compensate for the longitudinal force; the current longitudinal force is the longitudinal force corresponding to the regenerative braking torque of the hub motor of the i-th wheel and the regenerative braking torque of the EMB actuator of the i-th wheel in the optimal control command. If it is determined that the condition is not met. The braking force distribution scheme is to add a longitudinal force to the longitudinal braking force of the hub motor of the j-th wheel, so as to reduce the longitudinal force F of the j-th wheel. xj Increase to ', The projected component on the vehicle's lateral axis is used to generate the corrected yaw moment. The scheme is to compensate for the lateral force; where the j-th wheel is the wheel with the lowest lateral force utilization; the current lateral force is the target torque of the hub motor of the i-th wheel in the optimal control command, as well as the braking torque of the EMB actuator of the i-th wheel and the lateral force corresponding to the steering motor angle caused by the steering motor angle.

[0023] Optionally, the chassis domain controller is also used for: Determine whether the target actuator exists among multiple actuators; If a target actuator exists, determine the fault type of the target actuator, optimize the constraints according to the fault type, and re-execute the steps of minimizing multiple target optimization functions to obtain the optimal control command that satisfies the constraints. If the target executor does not exist, then execute the following respectively: Multiple objective optimization functions are constructed based on the tire adhesion margin function and the actuator motion cost function; Determine if the current longitudinal force on the wheel meets the requirements. And whether the current lateral force of the wheel meets the requirements. .

[0024] Optionally, the chassis domain controller is also used for: Determine the number of failures of the target actuator; If the number of failures exceeds a preset threshold, the target actuator will be disabled. If the target actuator to be disabled is to disable the regenerative braking torque function of the hub motor of the i-th wheel, then the braking force compensation scheme is to disable the flag of the regenerative braking torque function of the hub motor of the i-th wheel. The scheme is to set the value to 0, increase the regenerative braking torque of the wheel coaxial with the i-th wheel, and increase the braking torque of the EMB actuator of the i-th wheel. If the target actuator to be disabled is the EMB actuator of the i-th wheel, then the braking force distribution scheme is to increase the regenerative braking torque of the hub motor of the i-th wheel.

[0025] Thirdly, this application provides a computer-readable storage medium that, when the instructions in the storage medium are executed by a processor corresponding to an electronic device, enables the electronic device to implement the chassis domain controller-based cooperative control method described in the first aspect.

[0026] Fourthly, this application provides a computer program product, including a computer program / instructions that, when executed by a processor, implement the chassis domain controller-based cooperative control method as described in the first aspect.

[0027] The technical solution of this application has the following technical advantages over the prior art: The chassis domain controller-based cooperative control method provided in this application receives first state data obtained from a driving request; then, it constructs a multi-objective optimization function and constraints based on the initial control commands of multiple actuators determined by the first state data; the multi-objective optimization function includes an actuator action cost function and a tire adhesion margin function, and the constraints include at least two of the following: motion balance constraints, tire adhesion constraints, actuator physical constraints, and actuator fault state constraints; the multiple actuators include a hub motor, an EMB actuator, and a steering motor; then, the multi-objective optimization function is solved to optimize the output distribution of each actuator, realizing functional complementarity and cooperation between at least two of the EMB actuator, hub motor, and steering motor, thereby improving cooperative efficiency and vehicle control safety. Attached Figure Description

[0028] The preferred embodiments of this application will be described in detail below with reference to the accompanying drawings, which will help to understand the purpose and advantages of this application, wherein: Figure 1 A flowchart illustrating a collaborative control method based on a chassis domain controller, provided as an embodiment of this application; Figure 2 A schematic diagram of a collaborative control system based on a chassis domain controller provided in an embodiment of this application; Figure 3 A flowchart illustrating a collaborative control method based on a chassis domain controller, provided as an embodiment of this application; Figure 4 This is a force analysis diagram of the tire adhesion circle; Figure 5 This is a force analysis diagram of the vehicle in steering and braking assist mode provided in an embodiment of this application; Figure 6 This application provides a force analysis diagram of the vehicle under longitudinal force-assisted yaw control mode in an embodiment of the present application. Figures 7(a) and 7(b) are vehicle force analysis diagrams for functional reconfiguration logic under actuator failure. Detailed Implementation

[0029] The technical solutions of this application will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this application. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0030] In the description of this application, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0031] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0032] Furthermore, the technical features involved in the different embodiments of this application described below can be combined with each other as long as they do not conflict with each other.

[0033] Figure 1 This is a flowchart illustrating a cooperative control method based on a chassis domain controller, provided as an embodiment of this application. This cooperative control method based on the chassis domain controller is executed by the chassis domain controller. Figure 1 As shown, the collaborative control method based on the chassis domain controller includes the following steps: Step 101: In response to receiving a driving request, obtain the first state data; Step 102: Determine the initial control commands for multiple actuators based on the status data; wherein, the multiple actuators include a hub motor, an EMB actuator, and a steering motor; Step 103: Construct a multi-objective optimization function and constraints based on the initial control command; wherein, the multi-objective optimization function includes an actuator motion cost function and a tire adhesion margin function, and the constraints include at least two of the following: motion balance constraints, tire adhesion constraints, actuator physical constraints, and actuator fault state constraints; Step 104: Send the optimal control command output by the multi-objective optimization model to multiple actuators.

[0034] The chassis domain controller-based cooperative control method provided in this application receives first state data obtained from a driving request; then, it constructs a multi-objective optimization function and constraints based on the initial control commands of multiple actuators determined by the first state data; the multi-objective optimization function includes an actuator action cost function and a tire adhesion margin function, and the constraints include at least two of the following: motion balance constraints, tire adhesion constraints, actuator physical constraints, and actuator fault state constraints; the multiple actuators include a hub motor, an EMB actuator, and a steering motor; then, the multi-objective optimization function is solved to optimize the output distribution of each actuator, realizing functional complementarity and cooperation between at least two of the EMB actuator, hub motor, and steering motor, thereby improving cooperative efficiency and vehicle control safety.

[0035] In one example, the chassis domain controller-based cooperative control system provided in this application embodiment is applied to a chassis domain controller-based cooperative control system. This chassis domain controller-based cooperative control system adopts a hierarchical cooperative control architecture, with the chassis domain controller as the core, to achieve closed-loop cooperation of the three layers of perception, decision-making, and execution. Perception layer: Collects vehicle status data, actuator status data, and road surface adhesion data; Decision-making level: The chassis domain controller operates the cooperative control system to dynamically optimize allocation and calculate the optimal control commands for each actuator; The execution layer includes the hub motor, EMB actuator, and steering motor.

[0036] In one example, a cooperative control system based on a chassis domain controller includes a chassis domain controller and multiple actuators. The chassis domain controller is configured to: acquire first state data in response to receiving a driving request; determine initial control commands for the multiple actuators based on the first state data; wherein the multiple actuators include hub motors, EMB actuators, and steering motors; construct a multi-objective optimization function and constraints based on the initial control commands; wherein the multi-objective optimization function includes an actuator motion cost function and a tire adhesion margin function, and the constraints include at least two of the following: motion balance constraints, tire adhesion constraints, actuator physical constraints, and actuator fault state constraints; and send the optimal control commands output by the multi-objective optimization model to the multiple actuators.

[0037] Optionally, the optimal control command output by the multi-objective optimization model is sent to multiple actuators, including: minimizing multiple objective optimization functions to obtain the optimal control command that satisfies the constraints; determining a braking force compensation scheme based on the optimal control command and a preset command threshold; wherein the preset command threshold is obtained by parsing the driving request; and sending the braking force compensation scheme to multiple actuators.

[0038] Optionally, the optimal control commands include: the target torque of the hub motor of the i-th wheel, the braking torque of the EMB actuator of the i-th wheel, and the steering angle of the steering motor, including the forward steering angle. and / or back corner Where i is a positive integer, and the target torque is either regenerative braking torque or drive torque; the preset command threshold includes at least one of the following: total longitudinal force Total lateral force Total yaw moment ; The braking force compensation scheme is determined based on the optimal control command and the preset command threshold, including: Determine if the current longitudinal force on the wheel meets the requirements. And whether the current lateral force of the wheel meets the requirements. ; If it is determined that the condition is not met. If the difference between the road adhesion coefficient and the limit threshold in the road adhesion data meets the preset difference threshold, then the braking force compensation scheme is to maintain... Under the premise of not changing, the forward steering angle of the steering motor Based on this, add angle compensation δ+ to reduce the lateral force of the i-th wheel. Increase to 'The plan; among which, The projection component on the vehicle's longitudinal axis is used to compensate for the longitudinal force; the current longitudinal force is the longitudinal force corresponding to the regenerative braking torque of the hub motor of the i-th wheel and the regenerative braking torque of the EMB actuator of the i-th wheel in the optimal control command. If it is determined that the condition is not met. The braking force distribution scheme is to add a longitudinal force to the longitudinal braking force of the hub motor of the j-th wheel, so as to reduce the longitudinal force F of the j-th wheel. xj Increase to ', The projected component on the vehicle's lateral axis is used to generate the corrected yaw moment. The scheme is to compensate for the lateral force; where the j-th wheel is the wheel with the lowest lateral force utilization; the current lateral force is the target torque of the hub motor of the i-th wheel in the optimal control command, as well as the braking torque of the EMB actuator of the i-th wheel and the lateral force corresponding to the steering motor angle caused by the steering motor angle.

[0039] Optionally, the chassis domain controller is also used to: determine whether a target actuator exists among multiple actuators; If a target actuator exists, the fault type of the target actuator is determined, and the constraints are optimized according to the fault type. The optimal control command that satisfies the above optimized constraints is obtained by solving the multi-objective optimization function with tire margin and actuator action cost as the minimum optimization objectives. If the target executor does not exist, then execute the following respectively: With tire margin and actuator action cost as the minimum optimization objectives, the multi-objective optimization function is solved to obtain the optimal control command that satisfies the above-optimized constraints; Determine if the current longitudinal force on the wheel meets the requirements. And whether the current lateral force of the wheel meets the requirements. .

[0040] Optionally, the chassis domain controller is also used to: determine the number of failures of the target actuator; If the number of failures exceeds a preset threshold, the target actuator will be disabled. If the target actuator to be disabled is to disable the regenerative braking torque function of the hub motor of the i-th wheel, then the braking force compensation scheme is to disable the flag of the regenerative braking torque function of the hub motor of the i-th wheel. The scheme is to set the value to 0, increase the regenerative braking torque of the wheel coaxial with the i-th wheel, and increase the braking torque of the EMB actuator of the i-th wheel. If the target actuator to be disabled is the EMB actuator of the i-th wheel, then the braking force distribution scheme is to increase the regenerative braking torque of the hub motor of the i-th wheel.

[0041] Optionally, the chassis-based domain controller is further configured to: if the longitudinal force corresponding to the regenerative braking torque of the hub motor of the i-th wheel is insufficient, the braking force compensation scheme further includes compensating for the yaw moment by combining the steering motor angle with the longitudinal braking force of the wheel on the same side as the i-th wheel.

[0042] Optionally, the first state data includes vehicle state data, actuator state data, and road surface adhesion data; and / or, the formula for the multi-objective optimization function is:

[0043]

[0044] in, Let Tmi be the target torque of the hub motor of the i-th wheel, and Tbi be the braking torque of the EMB actuator of the i-th wheel. For the corner, The cost function for the actuator action; Let w1 be the tire adhesion margin function, and w2 be the weighting coefficients.

[0045] Optionally, the constraints include at least one of the following: The motion equilibrium constraints are:

[0046] Where m is the vehicle weight. For longitudinal vehicle speed, The lateral speed is the speed of the vehicle. The yaw rate is angular velocity. The sideslip angle is the angle between the vehicle's center of gravity and its body. , For the front and rear axle lateral stiffness, Let Z be the moment of inertia of the vehicle about the z-axis. , The distances from the front and rear axles to the center of gravity are the following: For wheelbase, F x1 F x2 F x3 and F x4 These are the longitudinal forces of the first, second, third, and fourth wheels, respectively. The tire adhesion constraint conditions are:

[0047] in, Let be the lateral force of the i-th wheel. Let the longitudinal force be that of the i-th wheel. Let be the road surface adhesion coefficient of the i-th vehicle. Let be the vertical load on the i-th wheel; The physical constraints of the actuator are:

[0048]

[0049]

[0050]

[0051] in, This represents the minimum torque of the hub motor. This is the maximum torque of the hub motor. This is the minimum braking torque of the EMB actuator. This is the maximum braking torque of the EMB actuator. For the maximum forward turning angle, The largest back turn angle; If the flag hi=1 of the EMB actuator of the i-th wheel, then the fault state constraint is: If hi=0, it indicates an EMB actuator malfunction. If the flag qi=1 for the regenerative braking torque of the hub motor of the i-th wheel, then when the target torque is the driving torque, the fault state constraint condition is: .

[0052] The following is combined Figure 2 This application describes a chassis domain controller-based cooperative control system. This chassis domain controller-based cooperative control system is used to execute... Figure 1 The diagram illustrates a collaborative control method based on a chassis domain controller. For example... Figure 2 As shown, this chassis domain controller-based collaborative control system adopts a hierarchical collaborative control architecture, with the chassis domain controller as the core, to achieve closed-loop collaboration of the three layers of perception, decision-making, and execution. Perception layer: Acquires first state data; wherein, the first state data includes vehicle state data, actuator state data, and road surface adhesion data; Decision-making level: The chassis domain controller operates a collaborative control method to dynamically optimize allocation and calculate the optimal control commands for each actuator; Execution layer: includes hub motors, EMB, and steering motors.

[0053] The following example uses a four-wheeled vehicle, where the value of i is 1, 2, 3, or 4.

[0054] The following sections describe the system architecture, control algorithm, constraints, and fault handling to facilitate understanding and implementation by those skilled in the art.

[0055] like Figure 2 As shown, the system described in this application adopts a hierarchical collaborative control architecture, including a perception layer, a decision layer, and an execution layer.

[0056] The perception layer is responsible for collecting vehicle status data, actuator status data, and road surface adhesion data. Specifically, it includes: (1) Vehicle Status Module: Rotational speed: Obtained in two ways. The first is through direct hard-wired connection to the domain controller, suitable for scenarios with extremely high real-time requirements; the second is through rotational speed calculated internally by the EMB system and transmitted to the domain controller via the CAN bus, suitable for system redundancy design.

[0057] Yaw rate, longitudinal acceleration, and lateral acceleration: These are acquired by an inertial measurement unit (IMU), and the data is transmitted to the public CAN network via a CAN bus.

[0058] Steering wheel angle: Measured by a steering angle sensor (TAS), the data is also transmitted to the public CAN network via the CAN bus.

[0059] The vehicle's center of gravity, sideslip angle, speed, and other states can be estimated by the state observer based on the fusion of the aforementioned sensor data.

[0060] (2) Actuator status monitoring module: Hub motor status: including motor current, winding temperature, rotor position, etc., used to evaluate its output capacity and thermal condition.

[0061] EMB actuator status data includes clamping force feedback signals, motor current, temperature, stroke sensor information, etc., used to monitor the health status and output accuracy of the brake actuator in real time.

[0062] Steering motor status data includes steering motor current, steering angle feedback, temperature, etc., which are used to evaluate the responsiveness and load conditions of the steering system.

[0063] (3) Road surface adhesion estimation module: Among them, the road surface adhesion data includes the road surface adhesion coefficient and the road surface utilization adhesion coefficient; The estimation of the road surface adhesion coefficient μ is the foundation for achieving optimal control in this system. This module offers two calculation methods: The first type is the road surface recognition result provided by the intelligent driving system (Intelligent Driving System). The Intelligent Driving System identifies the road surface material (such as asphalt, cement, ice and snow, water accumulation, etc.) through sensors such as cameras and lidar, and estimates the current road surface adhesion coefficient μ by combining historical data or models.

[0064] The second method is real-time estimation based on theoretical calculations. Using vehicle speed, wheel speed, and some road recognition information provided by the ABS function in the EMB system, the slip ratio of each wheel is calculated.

[0065] Where V is the vehicle speed, Ww is the wheel angular velocity, Rw is the rolling radius of the wheel, and λ is the slip ratio.

[0066] By combining the vehicle's longitudinal dynamics model, the road surface utilization adhesion coefficient of the i-th wheel can be estimated:

[0067] Where, μ i (i=1,2,3,4, representing the front left, front right, rear left, and rear right wheels respectively) is the road surface adhesion coefficient of the i-th wheel, F xi (i=1,2,3,4, representing the front left, front right, rear left, and rear right wheels respectively) represents the longitudinal force of the i-th vehicle, F. zi (i=1,2,3,4, representing the front left, front right, rear left, and rear right wheels respectively, which can be obtained through suspension displacement sensors or state estimation) is the vertical load of the i-th wheel.

[0068] The core of the decision-making layer is the chassis domain controller. This chassis domain controller can be a high-performance domain control unit or a dedicated controller, with the cooperative control algorithm of this application built in. Its inputs are all data from the perception layer and longitudinal and lateral driving requests from upper-level controllers (such as the autonomous driving domain controller). Its outputs are precise control commands for each actuator, including: The target torque (positive value is driving torque, negative value is regenerative braking torque) of the four hub motors; that is, each wheel corresponds to one hub motor; The target clamping force or braking torque of the four EMB actuators; one EMB actuator corresponds to each wheel; The steering motor's angle (if it is a fully steerable steering system, this includes the rear steering angle (i.e., the rear wheel steering angle)).

[0069] The execution layer consists of the following hardware: Hub motors: Each of the four wheels is equipped with a permanent magnet synchronous motor or asynchronous motor, providing both driving torque and regenerative braking torque. The motor controller receives torque commands and achieves precise torque control.

[0070] EMB actuator: Each wheel is equipped with an electromechanical brake caliper, preferably with dual-motor redundant drive (e.g., one main motor for regular clamping and one auxiliary motor for backup or rapid response) to achieve high reliability. The EMB controller receives braking torque commands and converts them into motor control signals.

[0071] Steering motor: At least the front wheels have steer-by-wire capability, consisting of a steering motor, reduction gear, and angle sensor. In higher configurations, the rear wheels may also have active steering capability to further enhance handling agility.

[0072] In summary, this application proposes a composite braking cooperative control method based on a chassis domain controller. By constructing a deeply integrated architecture of perception, decision-making, and execution layers, and employing real-time dynamic optimization allocation to optimally distribute control commands to each actuator, cross-system functional complementarity and synergy are achieved between electromechanical braking, in-wheel motor regenerative braking, and active steering systems. This method not only expands the vehicle's dynamic boundaries and enhances active safety under extreme conditions through dynamic adjustment of longitudinal and lateral forces, but also achieves smooth performance degradation through inter-system functional compensation in the event of local actuator failure, significantly improving system robustness and driving experience. Simultaneously, it provides a more robust and efficient underlying execution platform for advanced intelligent driving, representing an important technological development direction for next-generation intelligent electric vehicle chassis control.

[0073] In one example, the flow of the chassis domain controller-based cooperative control method provided in this application can also be as follows: Figure 3 As shown, in Figure 3 The process is as follows: (1) Motion demand analysis: Calculate the total longitudinal force, total lateral force and total yaw moment required by the vehicle based on the driving request (corresponding to the preset command threshold). (2) Constraint modeling: Based on the tire adhesion ellipse and the actuator physical limit, establish constraint conditions; among which, the constraint conditions include at least two of the following: motion balance constraint, tire adhesion constraint, actuator physical constraint, and actuator fault state constraint; (3) Optimization solution: Taking tire adhesion margin and actuator action cost as the minimum optimization objectives, the optimal output of each actuator (corresponding to the optimal control command) is solved in real time. (4) Dynamic compensation logic: a. When the longitudinal force is insufficient, the lateral force component is utilized by fine-tuning the steering angle; b. When lateral stability is insufficient, differential braking is used to assist yaw control; c. In the event of actuator failure, stability is maintained through cross-system function reconfiguration and compensation by the steering motor.

[0074] The technical effects of the embodiments of this application include at least the following: (1) Improve performance under extreme conditions: enhance braking and steering coordination on low-friction surfaces through dynamic complementarity of longitudinal and lateral forces; (2) Achieve intelligent fault tolerance: When some actuators fail, avoid a step drop in performance through inter-system functional compensation; (3) Optimize overall energy efficiency: intelligently allocate the ratio of regenerative braking torque to friction braking, balance the heat load, and improve energy recovery efficiency; (4) Supports advanced autonomous driving: provides stronger, more stable and more reliable underlying execution capabilities.

[0075] It should also be noted that the collaborative control method based on the chassis domain controller provided in this application can be executed cyclically within each control cycle (e.g., 10ms); or, it can be executed only when the chassis domain controller receives a driving request issued by the upper controller (i.e., corresponding to steps 101 to 104).

[0076] Step 101 (i.e., in response to receiving a driving request, obtaining first state data) is described in detail below.

[0077] Upon receiving a driving request, the chassis domain controller-based collaborative control method further includes: Based on the command corresponding to the driving request, the total longitudinal force required by the entire vehicle is analyzed. Total lateral force Total yaw moment .

[0078] Here, the aforementioned driving request may be a longitudinal or lateral driving request received by the chassis domain controller from an upper-level controller (such as an autonomous driving domain controller). This driving request may be triggered by the driver pressing the brake pedal, turning the steering wheel, or by a trajectory tracking command issued by the autonomous driving system.

[0079] After acquiring the first state data, the chassis domain controller-based collaborative control method further includes: Based on the road surface adhesion coefficient of the i-th wheel and the vertical load of the i-th wheel Calculate the attachment elliptical boundary of the i-th wheel, i.e., the maximum resultant force that the i-th wheel can provide (e.g., Figure 4 The -μFz1 and μFz1 shown are in different directions of the adhesion force on the ground. Figure 4 Taking the first wheel (i is 1) as an example, μ is the road surface adhesion coefficient of the first wheel, and Fz1 is the vertical load of the first wheel.

[0080] It should be noted that the vehicle in this application can be a two-wheeled vehicle (i is 2), a four-wheeled vehicle (i is 4), or a multi-wheeled vehicle. The following example uses a four-wheeled vehicle with i being 4.

[0081] In one example, the above vehicle state data includes, but is not limited to, at least one of the following: engine speed, yaw rate, longitudinal acceleration, lateral acceleration, steering wheel angle, vehicle speed, and body center of gravity sideslip angle; The rotational speed is obtained in the following ways: the first is by directly connecting to the domain controller via hardwire, which is suitable for scenarios with extremely high real-time requirements; the second is by calculating the rotational speed internally through the EMB system and transmitting it to the domain controller via the CAN bus, which is suitable for system redundancy design.

[0082] Yaw rate, longitudinal acceleration, and lateral acceleration: These are acquired by an inertial measurement unit (IMU), and the data is transmitted to the public CAN network via a CAN bus.

[0083] Steering wheel angle: Measured by a steering angle sensor (TAS), the data is also transmitted to the public CAN network via the CAN bus.

[0084] The vehicle's center of gravity sideslip angle, vehicle speed, and other states can be estimated by a state observer based on the fusion of the aforementioned sensor data. This sensor data can include yaw rate, longitudinal / lateral acceleration, steering wheel angle, and wheel speed signals. Specifically, yaw rate, measured by a gyroscope in the IMU (Inertial Measurement Unit), reflects the vehicle's rotational rate around its vertical axis. Steering wheel angle, measured by a steering column sensor, serves as a key boundary condition for vehicle steering input. Wheel speed signals, measured by the ABS (Anti-lock Braking System) / wheel speed sensors, are used to estimate the base vehicle speed and detect slippage.

[0085] State observers (such as Kalman filters and their variants) cannot directly measure the sideslip angle of the center of gravity. Instead, they construct observation equations using the aforementioned directly measurable physical quantities. By using a vehicle dynamics model (such as a two-degree-of-freedom bicycle model), the acceleration, angular velocity, and rotation angle measured by sensors are taken as inputs and combined with model predictions for recursive correction, thereby solving for the longitudinal speed, lateral speed, and sideslip angle of the center of gravity, which cannot be directly measured.

[0086] In one example, the actuator's state data includes, but is not limited to, at least one of the following: The status data of the hub motor includes, but is not limited to, at least one of the following: motor current, winding temperature, and rotor position, used to evaluate its output capacity and thermal condition.

[0087] EMB actuator status data includes, but is not limited to, at least one of the following: clamping force feedback signal, motor current, temperature, and stroke sensor information, used to monitor the health status and output accuracy of the brake actuator in real time.

[0088] Steering motor status data, including but not limited to at least one of the following: steering motor current, steering angle feedback, and temperature, used to evaluate the responsiveness and load conditions of the steering system.

[0089] Estimating road surface adhesion data is the basis of a collaborative control system based on the chassis domain controller.

[0090] In one example, pavement adhesion data may include pavement adhesion coefficient and pavement utilization adhesion; Alternatively, in this example, the road adhesion coefficient μ can be estimated based on the following: The first type is the road surface recognition result provided by the intelligent driving system (Intelligent Driving System). The Intelligent Driving System identifies the road surface material (such as asphalt, cement, ice and snow, water accumulation, etc.) through sensors such as cameras and lidar, and estimates the current road surface adhesion coefficient μ by combining historical data or models.

[0091] The second method is real-time estimation based on theoretical calculations. Using vehicle speed, wheel speed, and some road recognition information provided by the ABS function in the EMB system, the slip ratio of each wheel is calculated.

[0092] Where V is the vehicle speed, W w R is the wheel angular velocity. w Let λ be the rolling radius of the wheel, and λ be the slip ratio.

[0093] Optionally, in this example, the road surface utilization coefficient of the i-th wheel can be estimated by combining the vehicle's longitudinal dynamics model:

[0094] Where, μ i (i=1,2,3,4, representing the front left, front right, rear left, and rear right wheels respectively) represents the road surface adhesion coefficient of the i-th wheel, F. xi (i=1,2,3,4, representing the front left, front right, rear left, and rear right wheels respectively) represents the longitudinal force of the i-th wheel, F. zi (i=1,2,3,4, representing the front left, front right, rear left, and rear right wheels respectively, which can be obtained through suspension displacement sensors or state estimation) is the vertical load of the i-th wheel.

[0095] It should be noted that the road surface adhesion coefficient is the maximum road surface utilization adhesion coefficient, while the road surface utilization adhesion coefficient is the actual road surface adhesion coefficient achieved by the wheels.

[0096] The following is a detailed description of step 102 (i.e., determining the initial control commands for multiple actuators based on the first state data; wherein the multiple actuators include a hub motor, an EMB actuator, and a steering motor).

[0097] It should be noted that the core of the decision-making layer in the chassis domain controller-based cooperative control system provided in this application is the chassis domain controller. This chassis domain controller can be a high-performance domain control unit or a dedicated controller, with a built-in cooperative control algorithm (corresponding to a cooperative control method based on the chassis domain controller). Its inputs are all data from the perception layer and longitudinal and lateral driving requests from upper-level controllers (such as the autonomous driving domain controller). Its outputs are initial control commands for each actuator, which include: The target torque of the hub motor of the i-th wheel; when the target torque is positive, it corresponds to the driving torque; when the target torque is negative, it corresponds to the regenerative braking torque. Braking torque of the EMB actuator of the i-th wheel; Steering motor angle: If the steering motor corresponds to the steering motor in a fully steer-by-wire system, the angle includes the front angle and the rear angle; if the steering motor corresponds to the steering motor in a rear wheel steering system, the angle includes the front angle.

[0098] The following is a detailed explanation of step 103 (i.e., constructing a multi-objective optimization function and constraints based on the initial control command; wherein the multi-objective optimization function includes the actuator motion cost function and the tire adhesion margin function, and the constraints include at least two of the following: motion balance constraints, tire adhesion constraints, actuator physical constraints, and actuator fault state constraints).

[0099] In one example, step 103 may include: (1) The initial control command is used as the optimization variable X, which is a vector containing all adjustable actuator commands:

[0100] Where Tmi is the torque of the i-th hub motor (i=1,2,3,4, negative when regenerative braking is performed), and Tbi is the braking torque of the i-th EMB. This refers to the steering angle of the steering motor.

[0101] Following on from the previous text, the steering motor's angle can include the forward steering angle. and / or back corner .

[0102] (2) Multi-objective optimization function Designed for multi-objective weighted sum:

[0103] in, The actuator action cost function is used to reduce frequent actuator actions through smooth control. The tire adhesion margin function is used to increase the stability margin when the tire force is far from the adhesion ellipse boundary; the weighting coefficients w1 and w2 can be dynamically adjusted according to the driving mode (such as comfort, sport, and eco).

[0104] It should be noted that the actuator motion cost function mentioned above refers to the motion cost function including the hub motor, steering motor and EMB actuator.

[0105] (3) The constraints include: a. The motion balance constraint is given by the following formula:

[0106] in, For vehicle weight, For longitudinal vehicle speed, The lateral speed is the speed of the vehicle. The yaw rate is angular velocity. The sideslip angle is the angle between the vehicle's center of gravity and its body. , For the front and rear axle lateral stiffness, Let Z be the moment of inertia of the vehicle about the z-axis. , The distances from the front and rear axles to the center of gravity are the following: This refers to the wheel track.

[0107] b. The tire adhesion constraint is given by the following formula:

[0108] Among them, F yi (i=1,2,3,4, representing the front left, front right, rear left, and rear right wheels respectively) represents the lateral force on the current wheel. c. The physical constraints of the actuator are as follows:

[0109]

[0110]

[0111]

[0112] in, This is the minimum torque of the motor. This is the maximum torque of the motor. This is the minimum braking torque for EMB. This is the maximum braking torque of the EMB. This is the maximum steering angle of the front wheels. This is the maximum steering angle of the rear wheel.

[0113] d. For EMBA actuators: If the flag hi=1 of the EMB actuator of the i-th wheel, then the fault state constraint is: If hi=0, it indicates that the EMB actuator is faulty.

[0114] For hub motors =0 indicates a fault (or limited functionality, such as disabling regenerative braking torque). =1 indicates normal operation; when the target torque is the driving torque, the fault state constraint condition is: When the target torque is the regenerative braking torque, it is necessary to determine whether the regenerative braking torque is available based on the battery status.

[0115] Here, determining whether regenerative braking torque is available based on battery status includes disabling the regenerative braking torque function if the battery SOC (State of Charge) is too high (e.g., exceeding the set battery safety threshold).

[0116] The following is a detailed explanation of step 104 (i.e., sending the optimal control command output by the multi-objective optimization model to multiple actuators).

[0117] In this step, the optimal control command can be based on minimizing a multi-objective optimization model (i.e., minimizing...). Solve the problem to obtain a solution that satisfies the above constraints.

[0118] In one example, step 104 includes: minimizing multiple objective optimization functions to obtain the optimal control command that satisfies the constraints; The braking force compensation scheme is determined based on the optimal control command and the preset command threshold; the preset command threshold is obtained by parsing the driving request. The braking force compensation scheme is sent to multiple actuators.

[0119] In this example, after minimizing multiple objective optimization functions to obtain the optimal control command, the chassis domain controller-based cooperative control method further includes: The driving request is parsed to obtain a preset command threshold, which includes at least one of the following: total longitudinal force. Total lateral force Total yaw moment ; Determine if the current longitudinal force on the wheel meets the requirements. And whether the current lateral force of the wheel meets the requirements. ; If not satisfied and / or Then, the braking force compensation scheme is determined based on the optimal control command and the preset command threshold, and the braking force compensation scheme is sent to multiple actuators.

[0120] If satisfied And satisfy Then the optimal control command will be sent to multiple actuators.

[0121] The cooperative control method based on a chassis domain controller provided in this application further includes: sending the optimal control command or braking compensation scheme obtained from the optimization solution to each actuator controller. Each underlying controller (motor controller, EMB controller, steering controller) is responsible for closed-loop tracking of these commands. Simultaneously, the cooperative controller continuously monitors the command execution results and vehicle status feedback to form closed-loop control.

[0122] Optionally, in this example, the braking force compensation scheme is determined based on the control parameters included in the optimal control command and the corresponding preset command threshold, including: If it is determined that the current longitudinal force of the wheel does not meet the requirements If the difference between the road adhesion coefficient and the limit threshold in the road adhesion data meets the preset difference threshold, then the braking force compensation scheme is to maintain... Under the premise of not changing, the forward steering angle of the steering motor Based on this, add angle compensation δ+ to reduce the lateral force of the i-th wheel. Increase to 'The plan; among which, The projection component on the vehicle's longitudinal axis is used to compensate for the longitudinal force; the current longitudinal force is the longitudinal force corresponding to the regenerative braking torque of the hub motor of the i-th wheel and the regenerative braking torque of the EMB actuator of the i-th wheel in the optimal control command.

[0123] The above longitudinal force does not satisfy This corresponds to the logic of insufficient longitudinal force compensation, which requires steering and braking assist compensation, specifically: When the optimization solution was found, even allocating all available braking forces (regenerative braking from the hub motor + braking torque from the EMB actuator) still could not meet the requirements. This logic is triggered when (common during emergency braking on low-friction surfaces) and the tire adhesion coefficient is nearing its limit. The chassis domain controller will maintain the total yaw moment. Under the premise of not changing, the forward steering angle of the steering motor compensate .like Figure 5 As shown, after adjustment, the front wheel generates a sideslip angle, and the lateral force... Become The projection component of this lateral force onto the vehicle's longitudinal axis provides additional longitudinal deceleration force, thus supplementing the total longitudinal force. Simultaneously, since changes in steering angle also generate additional yaw moment, the system compensates by adjusting the braking force of the other wheel (the other side of the same axle) to maintain the desired yaw moment. This mode achieves dynamic borrowing of longitudinal and lateral forces without exceeding the tire adhesion circle.

[0124] exist Figure 5 In the process, compensation is provided on the wheels where i is 1 and i is 2 respectively. To increase the lateral force of the first wheel Increase to The plan, and the lateral force of the second wheel. Increase to 'The plan; among which, 'and The projected components on the vehicle's longitudinal axis are used to compensate for longitudinal forces.

[0125] If it is determined that the condition is not met. The braking force distribution scheme is to add a longitudinal force to the longitudinal braking force of the hub motor of the j-th wheel, so as to reduce the longitudinal force F of the j-th wheel. xj Increase to ', The projected component on the vehicle's lateral axis is used to generate the corrected yaw moment. The scheme is to compensate for the lateral force; where the j-th wheel is the wheel with the lowest lateral force utilization; the current lateral force is the target torque of the hub motor of the i-th wheel in the optimal control command, as well as the braking torque of the EMB actuator of the i-th wheel and the lateral force corresponding to the steering motor angle caused by the steering motor angle.

[0126] The above lateral force does not satisfy This corresponds to the logic of insufficient lateral stability compensation, which requires longitudinal force to assist in yaw control compensation, specifically: In high-speed emergency lane changes or low-traction curves, vehicles may exhibit oversteer or understeer. Traditional methods correct this by braking a single wheel to generate yaw moment, but this consumes longitudinal adhesion. In this system, the controller first determines which wheel contributes less to the lateral force (e.g., in left-turn situations, the inner left rear wheel typically has lower lateral force utilization), and then applies a differentiated braking force to that wheel (preferentially using regenerative braking), so that... Become ', generating a corrected yaw moment ,like Figure 6 As shown. In this way, the required yaw moment no longer needs to be provided entirely by the steering wheels, thereby reducing the lateral force burden on the steering wheels and allowing them to retain more lateral adhesion for path tracking, thus improving cornering limits.

[0127] exist Figure 6 In this context, j takes the value 3, indicating that a longitudinal force is applied to the third wheel (i.e., the left rear wheel) to make... Increase to ', generating a corrected yaw moment .

[0128] Optionally, the chassis domain controller-based cooperative control method further includes: Determine whether the target actuator exists among multiple actuators; If a target actuator exists, the fault type of the target actuator is determined, and the constraints are optimized according to the fault type. The optimal control command that satisfies the above-mentioned optimized constraints is obtained by solving the multi-objective optimization function with tire margin and actuator action cost as the minimum optimization objectives. If the target executor does not exist, then execute the following respectively: With tire margin and actuator action cost as the minimum optimization objectives, the multi-objective optimization function is solved to obtain the optimal control command that satisfies the above-optimized constraints; Detect and determine whether the current longitudinal force of the wheel meets the requirements. And whether the current lateral force of the wheel meets the requirements. .

[0129] The following is combined Figure 3 Describe it.

[0130] exist Figure 3In the process, after parsing the driving request to obtain the total lateral moment, total longitudinal force, and total lateral force required by the entire vehicle, the chassis domain controller determines whether there is a target actuator among multiple actuators. The target actuator can be the actuator that has failed. If there is no target actuator, the constraints are re-optimized. The constraints include at least two of the following: motion balance constraints, tire adhesion constraints, actuator physical constraints, and actuator fault state constraints. The multi-objective optimization function is solved with tire margin and actuator action cost as the minimum optimization objectives to obtain the solution that satisfies the above optimized constraints (i.e., the optimal control command allocated to each actuator). If no target actuator exists, then the multi-objective optimization function is solved with tire margin and actuator action cost as the minimum optimization objectives to obtain a solution that satisfies the above-mentioned optimized constraints; and the detection function is executed to determine whether the current longitudinal force of the wheel satisfies the requirements. And whether the current lateral force of the wheel meets the requirements. The steps.

[0131] In satisfying and When the optimal control command is sent to multiple actuators, the optimal control command may include at least two of the following: the regenerative braking torque of the hub motor, the drive torque of the hub motor, the braking torque of the EMB actuator, the forward steering angle of the steering motor, and the rear steering angle of the steering motor. In dissatisfaction and / or not satisfied At that time, based on the mutual compensation of longitudinal and lateral forces in the above steps, a braking force compensation scheme is obtained. This braking force compensation scheme is used to ensure that the longitudinal force meets the requirements. And the lateral force satisfies Next, the braking force compensation scheme is sent to multiple actuators; wherein, the braking force compensation scheme may include at least two of the following: the regenerative braking torque of the hub motor, the drive torque of the hub motor, the braking torque of the EMB actuator, the forward steering angle of the steering motor, and the rear steering angle of the steering motor. It should be noted that the above braking force compensation scheme can be a scheme that redistributes the optimal control command to achieve longitudinal force balance and lateral force balance, that is, to satisfy... and .

[0132] Optionally, after determining the existence of a target actuator, the chassis domain controller-based collaborative control method further includes: functional reconfiguration logic under actuator failure, specifically: Determine the number of failures of the target actuator; If the number of failures exceeds a preset threshold, the target actuator will be disabled. If the target actuator to be disabled is to disable the regenerative braking torque function of the hub motor of the i-th wheel, then the braking force compensation scheme is to disable the flag of the regenerative braking torque function of the hub motor of the i-th wheel. The scheme is to set the value to 0, increase the regenerative braking torque of the wheel coaxial with the i-th wheel, and increase the braking torque of the EMB actuator of the i-th wheel. If the target actuator to be disabled is the EMB actuator of the i-th wheel, then the braking force distribution scheme is to increase the regenerative braking torque of the hub motor of the i-th wheel.

[0133] After disabling the EMB actuator of the i-th wheel and compensating through the aforementioned braking force compensation scheme, the chassis domain controller-based cooperative control method further includes: If the longitudinal force corresponding to the regenerative braking torque of the hub motor of the i-th wheel is insufficient, the braking force compensation scheme also includes compensating for the yaw moment by combining the steering motor angle with the longitudinal braking force of the wheel on the same side as the i-th wheel.

[0134] When the longitudinal force corresponding to the regenerative braking torque of the hub motor of the i-th wheel is insufficient, the longitudinal braking force can be added to the wheel on the same side as the i-th wheel, and the yaw torque can be compensated by combining the steering motor's angle.

[0135] The following two examples illustrate the functional reconfiguration logic under actuator failure.

[0136] For example, if the regenerative braking function of a hub motor (e.g., the hub motor of the i-th wheel) is temporarily disabled (e.g., due to motor failure), the regenerative braking capability flag qi is set to 0. The chassis domain controller will increase the distribution of regenerative braking torque to the other wheel on the same axle and increase the braking torque distribution of the EMB actuator of this wheel to maintain the total braking force. At the same time, since the left and right braking forces may be unbalanced, an undesirable yaw torque will be generated. Therefore, the chassis domain controller will apply a compensating angle (e.g., 0.5°, with both vehicles on the same side increasing the compensation angle simultaneously) through the steering motor, as shown in Figure 7(a), to generate a counteracting yaw torque, thereby maintaining vehicle driving stability and achieving a smooth degrade of function. The driver only feels a slight self-correction of the steering wheel, rather than the vehicle veering off course.

[0137] In Figure 7(a), i is 3, and the coaxial wheels are the first wheel and the second wheel. The braking torque of the EMB actuator is increased on the first wheel to change from Tm1 to Tb1, and the regenerative braking torque of the hub motor is increased on the second wheel to change from Tm2 to Tb2 to maintain the total braking force. In order to balance the left and right braking forces, a compensating steering angle δ+ is applied to the first wheel and the second wheel through the steering motor to counteract the yaw moment, thereby maintaining the vehicle driving stability.

[0138] A certain EMB actuator has completely failed. =0), the i-th wheel loses friction braking force, the controller will prioritize the use of the wheel hub motor of that wheel for regenerative braking compensation, if still insufficient, the braking force will be increased by the wheel on the same side (e.g., if the left front EMB fails, the left rear wheel will be added, or the right rear wheel will be added), and combined with the compensation of the steering motor to avoid generating excessive yaw moment, as shown in Figure 7(b). At the same time, the collaborative control system based on the chassis domain controller will limit the maximum deceleration request and prompt the driver through the human-machine interface that the collaborative control system based on the chassis domain controller has entered the degraded mode.

[0139] Before compensation control is executed, the steering angle of all four wheels is 0, and the front and rear wheels are not subjected to lateral force F. Tm and Tb are applied to each wheel (i.e., Tm1 and Tb1 are applied to the first wheel, Tm2 and Tb2 are applied to the second wheel, Tm3 and Tb3 are applied to the third wheel, and Tm4 and Tb4 are applied to the fourth wheel). If the EMB actuator fails completely, the compensation control logic can be executed according to Figure 7(b): In Figure 7(b), the value of i is 1, and the wheel on the same side refers to the third wheel. First, the regenerative braking torque Tm1 is added to the hub motor of the first wheel. If the longitudinal force is insufficient, the braking force compensation is applied to the third wheel. The change in braking force causes Tb3 to increase (i.e., compared to Tb3 before compensation control). The regenerative Tm3 remains unchanged. Combined with the steering motor, the compensation angle δ+ is applied to the first and second wheels to avoid generating excessive yaw moment.

[0140] It should be noted that the specific value of the compensation angle can be set according to the specific situations in Figure 7(a) and Figure 7(b) under different circumstances, and will not be explained here.

[0141] This application provides a computer-readable storage medium storing program information. After reading the program information, the computer executes the steps of the cooperative control method based on the chassis domain controller described in any of the above schemes.

[0142] This application provides a computer program product, including a computer program / instruction, which, when executed by a processor, implements the steps of the cooperative control method based on a chassis domain controller as described in any of the above schemes.

[0143] Obviously, the above embodiments are merely illustrative examples for clear explanation and are not intended to limit the implementation. Those skilled in the art will recognize that other variations or modifications can be made based on the above description. It is neither necessary nor possible to exhaustively list all possible implementations here. However, obvious variations or modifications derived therefrom are still within the scope of protection of this application.

Claims

1. A cooperative control method based on a chassis domain controller, characterized in that, The method includes: Upon receiving a driving request, acquire the first state data; Initial control commands for multiple actuators are determined based on the first state data; wherein, the multiple actuators include a hub motor, an EMB actuator, and a steering motor; A multi-objective optimization function and constraints are constructed based on the initial control command; wherein, the multi-objective optimization function includes an actuator motion cost function and a tire adhesion margin function, and the constraints include at least two of the following: motion balance constraints, tire adhesion constraints, actuator physical constraints, and actuator fault state constraints; The optimal control command output by the multi-objective optimization model is sent to multiple actuators.

2. The cooperative control method based on a chassis domain controller according to claim 1, characterized in that, The step of sending the optimal control command output by the multi-objective optimization model to multiple actuators includes: Minimize the multiple objective optimization functions to obtain the optimal control command that satisfies the constraints; The braking force compensation scheme is determined based on the optimal control command and the preset command threshold; wherein, the preset command threshold is obtained by parsing the driving request; The braking force compensation scheme is sent to multiple actuators.

3. The cooperative control method based on a chassis domain controller according to claim 1, characterized in that, The optimal control commands include: the target torque of the hub motor of the i-th wheel, the braking torque of the EMB actuator of the i-th wheel, and the steering angle of the steering motor, wherein the steering angle includes the forward steering angle. and / or back corner Where i is a positive integer, the target torque is regenerative braking torque or driving torque; the preset command threshold includes at least one of the following: total longitudinal force Total lateral force Total yaw moment ; The step of determining the braking force compensation scheme based on the optimal control command and the preset command threshold includes: Determine if the current longitudinal force on the wheel meets the requirements. And whether the current lateral force of the wheel meets the requirements. ; If it is determined that the condition is not met. If the difference between the road adhesion coefficient and the limit threshold in the road adhesion data meets the preset difference threshold, then the braking force compensation scheme is to maintain... Under the premise of not changing, the forward steering angle of the steering motor Based on this, add angle compensation δ+ to reduce the lateral force of the i-th wheel. Increase to 'The plan; among which, The projection component on the vehicle's longitudinal axis is used to compensate for the longitudinal force; the current longitudinal force is the longitudinal force corresponding to the regenerative braking torque of the hub motor of the i-th wheel and the regenerative braking torque of the EMB actuator of the i-th wheel in the optimal control command. If it is determined that the condition is not met. The braking force distribution scheme is to add a longitudinal force to the longitudinal braking force of the hub motor of the j-th wheel, so as to reduce the longitudinal force F of the j-th wheel. xj Increase to ', The projected component on the vehicle's lateral axis is used to generate the corrected yaw moment. The scheme is to compensate for the lateral force; where the j-th wheel is the wheel with the lowest lateral force utilization; the current lateral force is the target torque of the hub motor of the i-th wheel in the optimal control command, as well as the braking torque of the EMB actuator of the i-th wheel and the lateral force corresponding to the steering motor angle caused by the steering motor angle.

4. The cooperative control method based on a chassis domain controller according to claim 2, characterized in that, The method further includes: Determine whether the target actuator exists among multiple actuators; If a target actuator exists, the fault type of the target actuator is determined, and the constraints are optimized according to the fault type. The optimal control command that satisfies the above-mentioned optimized constraints is obtained by solving the multi-objective optimization function with tire margin and actuator action cost as the minimum optimization objectives. If the target executor does not exist, then execute the following respectively: With tire margin and actuator action cost as the minimum optimization objectives, the multi-objective optimization function is solved to obtain the optimal control command that satisfies the above-optimized constraints; Determine if the current longitudinal force on the wheel meets the requirements. And whether the current lateral force of the wheel meets the requirements. .

5. The cooperative control method based on a chassis domain controller according to claim 4, characterized in that, The method further includes: Determine the number of failures of the target actuator; If the number of failures exceeds a preset threshold, the target actuator will be disabled. If the target actuator to be disabled is to disable the regenerative braking torque function of the hub motor of the i-th wheel, then the braking force compensation scheme is to disable the flag of the regenerative braking torque function of the hub motor of the i-th wheel. The scheme is to set the value to 0, increase the regenerative braking torque of the wheel coaxial with the i-th wheel, and increase the braking torque of the EMB actuator of the i-th wheel. If the target actuator to be disabled is the EMB actuator of the i-th wheel, then the braking force distribution scheme is to increase the regenerative braking torque of the hub motor of the i-th wheel.

6. The cooperative control method based on a chassis domain controller according to claim 5, characterized in that, The method further includes: If the longitudinal force corresponding to the regenerative braking torque of the hub motor of the i-th wheel is insufficient, the braking force compensation scheme also includes compensating for the yaw moment by combining the steering motor angle with the longitudinal braking force of the wheel on the same side as the i-th wheel.

7. The cooperative control method based on a chassis domain controller according to claim 1, characterized in that, The first state data includes vehicle state data, actuator state data, and road surface adhesion data; and / or, The formula for the multi-objective optimization function is: in, Let Tmi be the target torque of the hub motor of the i-th wheel, and Tbi be the braking torque of the EMB actuator of the i-th wheel. For the corner, The cost function for the actuator action; Let w1 be the tire adhesion margin function, and w2 be the weighting coefficients.

8. The cooperative control method based on a chassis domain controller according to claim 1, characterized in that, The constraints include at least one of the following: The motion equilibrium constraints are: Where m is the vehicle weight. For longitudinal vehicle speed, The lateral speed is the speed of the vehicle. The yaw rate is angular velocity. The sideslip angle is the angle between the vehicle's center of gravity and its body. , For the front and rear axle lateral stiffness, Let Z be the moment of inertia of the vehicle about the z-axis. , The distances from the front and rear axles to the center of gravity are the following: For wheelbase, F x1 F x2 F x3 and F x4 These are the longitudinal forces of the first, second, third, and fourth wheels, respectively. The tire adhesion constraint conditions are: in, Let be the lateral force of the i-th wheel. Let the longitudinal force be that of the i-th wheel. Let be the road surface adhesion coefficient of the i-th vehicle. Let be the vertical load on the i-th wheel; The physical constraints of the actuator are: in, This represents the minimum torque of the hub motor. This is the maximum torque of the hub motor. This is the minimum braking torque of the EMB actuator. This is the maximum braking torque of the EMB actuator. For the maximum forward turning angle, The largest back turn angle; If the flag hi=1 of the EMB actuator of the i-th wheel, then the fault state constraint is: If hi=0, it indicates an EMB actuator malfunction. If the flag qi=1 for the regenerative braking torque of the hub motor of the i-th wheel, then when the target torque is the driving torque, the fault state constraint condition is: .

9. A cooperative control system based on a chassis domain controller, characterized in that, Includes a chassis domain controller and multiple actuators; among which, The chassis domain controller is used for: In response to receiving a driving request, the system acquires first state data; determines initial control commands for multiple actuators based on the first state data; wherein the multiple actuators include a hub motor, an EMB actuator, and a steering motor; constructs a multi-objective optimization function and constraints based on the initial control commands; wherein the multi-objective optimization function includes an actuator motion cost function and a tire adhesion margin function, and the constraints include at least two of the following: motion balance constraints, tire adhesion constraints, actuator physical constraints, and actuator fault state constraints; and sends the optimal control command output by the multi-objective optimization model to the multiple actuators.

10. The cooperative control system based on a chassis domain controller according to claim 9, characterized in that, The step of sending the optimal control command output by the multi-objective optimization model to multiple actuators includes: Minimize the multiple objective optimization functions to obtain the optimal control command that satisfies the constraints; The braking force compensation scheme is determined based on the optimal control command and the preset command threshold; wherein, the preset command threshold is obtained by parsing the driving request; The braking force compensation scheme is sent to multiple actuators.

11. The cooperative control system based on a chassis domain controller according to claim 9, characterized in that, The optimal control commands include: the target torque of the hub motor of the i-th wheel, the braking torque of the EMB actuator of the i-th wheel, and the steering angle of the steering motor, wherein the steering angle includes the forward steering angle. and / or back corner Where i is a positive integer, the target torque is regenerative braking torque or driving torque; the preset command threshold includes at least one of the following: total longitudinal force Total lateral force Total yaw moment ; The step of determining the braking force compensation scheme based on the optimal control command and the preset command threshold includes: Determine if the current longitudinal force on the wheel meets the requirements. And whether the current lateral force of the wheel meets the requirements. ; If it is determined that the condition is not met. If the difference between the road adhesion coefficient and the limit threshold in the road adhesion data meets the preset difference threshold, then the braking force compensation scheme is to maintain... Under the premise of not changing, the forward steering angle of the steering motor Based on this, add angle compensation δ+ to reduce the lateral force of the i-th wheel. Increase to 'The plan; among which, The projection component on the vehicle's longitudinal axis is used to compensate for the longitudinal force; the current longitudinal force is the longitudinal force corresponding to the regenerative braking torque of the hub motor of the i-th wheel and the regenerative braking torque of the EMB actuator of the i-th wheel in the optimal control command. If it is determined that the condition is not met. The braking force distribution scheme is to add a longitudinal force to the longitudinal braking force of the hub motor of the j-th wheel, so as to reduce the longitudinal force F of the j-th wheel. xj Increase to ', The projected component on the vehicle's lateral axis is used to generate the corrected yaw moment. The scheme is to compensate for the lateral force; where the j-th wheel is the wheel with the lowest lateral force utilization; the current lateral force is the target torque of the hub motor of the i-th wheel in the optimal control command, as well as the braking torque of the EMB actuator of the i-th wheel and the lateral force corresponding to the steering motor angle caused by the steering motor angle.

12. The cooperative control system based on a chassis domain controller according to claim 10, characterized in that, The chassis domain controller is also used for: Determine whether the target actuator exists among multiple actuators; If a target actuator exists, the fault type of the target actuator is determined, and the constraints are optimized according to the fault type. The optimal control command that satisfies the above-mentioned optimized constraints is obtained by solving the multi-objective optimization function with tire margin and actuator action cost as the minimum optimization objectives. If the target executor does not exist, then execute the following respectively: With tire margin and actuator action cost as the minimum optimization objectives, the multi-objective optimization function is solved to obtain the optimal control command that satisfies the above-optimized constraints; Determine if the current longitudinal force on the wheel meets the requirements. And whether the current lateral force of the wheel meets the requirements. .

13. The cooperative control system based on a chassis domain controller according to claim 12, characterized in that, The chassis domain controller is also used for: Determine the number of failures of the target actuator; If the number of failures exceeds a preset threshold, the target actuator will be disabled. If the target actuator to be disabled is to disable the regenerative braking torque function of the hub motor of the i-th wheel, then the braking force compensation scheme is to disable the flag of the regenerative braking torque function of the hub motor of the i-th wheel. The scheme is to set the value to 0, increase the regenerative braking torque of the wheel coaxial with the i-th wheel, and increase the braking torque of the EMB actuator of the i-th wheel. If the target actuator to be disabled is the EMB actuator of the i-th wheel, then the braking force distribution scheme is to increase the regenerative braking torque of the hub motor of the i-th wheel.

14. A storage medium, characterized in that, The storage medium stores computer instructions, which, when executed by the computer, are used to perform the collaborative control method based on the chassis domain controller as described in any one of claims 1-8.

15. A computer program product comprising a computer program / instructions, characterized in that, When the computer program / instruction is executed by the processor, it implements the chassis domain controller-based collaborative control method as described in any one of claims 1-8.

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