Vehicle control system, method and vehicle

Abstract

The vehicle control system, method, and vehicle belong to the vehicle technical field. The system includes a central controller (10) and a plurality of vehicle components, the plurality of vehicle components belonging to a plurality of different functional domains, at least one vehicle component in a first functional domain (21) and another vehicle component in the first functional domain (21) in the plurality of different functional domains are connected via a first network and directly connected to the central controller (10), at least one vehicle component in a second functional domain (22) in the plurality of different functional domains and another vehicle component in the second functional domain (22) are connected via a second network and directly connected to the central controller (10), and at least one vehicle component in the first functional domain (21) and at least one vehicle component in the second functional domain (22) are connected via a third network, and the central controller (10) transmits control information to the at least one vehicle component.

Description

[Technical Field]

[0001] (CROSS-REFERENCE TO RELATED APPLICATIONS) This disclosure claims priority to a Chinese patent application entitled "Vehicle Control System, Method and Vehicle," filed on September 11, 2023, bearing application number 202311164098.X, the entire contents of which are incorporated herein by reference.

[0002] The present disclosure relates to the technical field of vehicles, and in particular to a vehicle control system, method, and vehicle. [Background technology]

[0003] In related technology, there are two types of automotive electronic control systems: one is a system in which automotive parts are communicatively connected to a CCP (Central Computing Platform) via a domain controller, and data from the automotive parts must pass through the domain controller, resulting in communication delays between the automotive parts and the CCP; the other is a system in which automotive parts are communicatively connected directly to the CCP rather than via a domain controller, and in this system, if a failure occurs in the CCP, the vehicle cannot be driven safely. Summary of the Invention [Problem to be solved by the invention]

[0004] The present disclosure aims to solve at least part of one of the technical problems in the related art, and therefore, a first object of the present disclosure is to provide a vehicle control system.

[0005] A second object of the present disclosure is to provide a vehicle.

[0006] A third object of the present disclosure is to provide a vehicle control method. [Means for solving the problem]

[0007] In order to achieve the above object, a vehicle control system according to an embodiment of a first aspect of the present disclosure includes a central controller and a plurality of vehicle components, the plurality of vehicle components belonging to a plurality of different functional domains, at least one vehicle component in a first functional domain in the plurality of different functional domains and another vehicle component in the first functional domain are connected via a first network and directly connected to the central controller, at least one vehicle component in a second functional domain in the plurality of different functional domains and another vehicle component in the second functional domain are connected via a second network and directly connected to the central controller, and at least one vehicle component in the first functional domain and at least one vehicle component in the second functional domain are connected via a third network, and the central controller transmits control information to the at least one vehicle component.

[0008] According to the vehicle control system of the embodiment of the present disclosure, by directly connecting vehicle components within a domain to a central controller so that they can communicate with each other, it is possible to realize unified and cooperative control of each domain and reduce communication delays; by interconnecting at least two vehicle components within a domain, it is possible to realize mutual sharing of information between interconnected components within the same functional domain, so that if the central controller fails, at least some of the functions of the corresponding functional domain are maintained and the driving safety of the vehicle is improved; by interconnecting vehicle components of different functional domains, if the central controller fails, the interconnected vehicle components can partially realize the functions of the central controller, so that the basic driving safety of the vehicle can be ensured; and By interconnecting components and then connecting directly to a central controller, harness length can be reduced, lowering the cost of the vehicle control system.

[0009] To achieve the above object, a vehicle according to an embodiment of the second aspect of the present disclosure includes the above-described vehicle control system.

[0010] According to a vehicle according to an embodiment of the present disclosure, the vehicle control system described above enables vehicle components within a domain to be directly connected to a central controller so as to be able to communicate with each other, thereby realizing unified and coordinated control of each domain and reducing communication delays; interconnecting at least two vehicle components within a domain enables mutual sharing of information between interconnected components within the same functional domain, so that in the event of a central controller failure, at least some of the functions of the corresponding functional domain can be maintained, improving vehicle driving safety; interconnecting vehicle components in different functional domains enables the interconnected vehicle components to partially realize the functions of the central controller in the event of a central controller failure, ensuring basic vehicle driving safety; and interconnecting vehicle components within a domain and then directly connecting them to the central controller reduces the length of the harness and reduces the cost of the vehicle control system.

[0011] To achieve the above object, a vehicle control method according to an embodiment of a third aspect of the present disclosure is applied to the aforementioned vehicle control system, and the method includes: identifying a vehicle driving scene by a central controller; and transmitting control information to at least one vehicle component based on the vehicle driving scene by the central controller.

[0012] According to the vehicle control method of the embodiment of the present disclosure, the above-mentioned vehicle control system directly connects vehicle components within a domain to a central controller so that they can communicate with each other, thereby achieving unified and coordinated control of each domain and reducing communication delays; interconnecting at least two vehicle components within a domain enables mutual sharing of information between interconnected components within the same functional domain, so that in the event of a central controller failure, at least some of the functions of the corresponding functional domain can be maintained, improving vehicle driving safety; interconnecting vehicle components in different functional domains allows the interconnected vehicle components to partially realize the functions of the central controller in the event of a central controller failure, ensuring basic vehicle driving safety; and interconnecting vehicle components within a domain and then directly connecting them to the central controller reduces the length of the harness and reduces the cost of the vehicle control system.

[0013] Additional aspects and advantages of the disclosure will be set forth in part in the description that follows, and in part will be obvious from the description, or may be learned by practice of the disclosure. [Brief explanation of the drawings]

[0014] [Figure 1] 1 is a schematic configuration diagram of a vehicle control system according to an embodiment of the present disclosure. [Figure 2] 1 is a schematic configuration diagram of a vehicle control system according to an embodiment of the present disclosure. [Figure 3] FIG. 10 is a schematic configuration diagram of a vehicle control system according to another embodiment of the present disclosure. [Figure 4] FIG. 1 is a schematic diagram of a plurality of drive assemblies according to one embodiment of the present disclosure. [Figure 5a] FIG. 1 is a schematic diagram of a drive assembly according to one embodiment of the present disclosure. [Figure 5b] FIG. 10 is a schematic diagram of a drive assembly according to another embodiment of the present disclosure. [Figure 6] FIG. 1 is a schematic diagram illustrating the installation of vehicle components in an intelligent driving domain according to one embodiment of the present disclosure. [Figure 7]FIG. 2 is a schematic configuration diagram of a central controller according to an embodiment of the present disclosure. [Figure 8] FIG. 1 is a schematic diagram of steering control fusion according to one embodiment of the present disclosure. [Figure 9] FIG. 1 is a schematic diagram of yaw control fusion according to one embodiment of the present disclosure. [Figure 10] FIG. 1 is a schematic diagram of longitudinal control fusion according to one embodiment of the present disclosure. [Figure 11] 10 is a control calculation flowchart according to an embodiment of the present disclosure when the vehicle is in a levitation state and stationary steering is not performed. [Figure 12] 10 is a control calculation flowchart for a case in which the vehicle is in a levitation state and stationary steering is performed in a driver mode according to an embodiment of the present disclosure. [Figure 13] 10 is a control calculation flowchart for a case in which a vehicle is in a levitation state and stationary steering is performed in automatic mode, according to an embodiment of the present disclosure. [Figure 14] FIG. 2 is a schematic diagram of wheel torque distribution in a differential operation state according to one embodiment of the present disclosure. [Figure 15] 1 is a schematic configuration diagram of a vehicle according to an embodiment of the present disclosure. [Figure 16] 1 is a flowchart of a vehicle control method according to an embodiment of the present disclosure. DETAILED DESCRIPTION OF THE INVENTION

[0015] Hereinafter, the embodiments of the present disclosure will be described in detail, and examples of the embodiments are shown in the drawings, where the same or similar reference numerals throughout represent the same or similar parts or parts having the same or similar functions. The embodiments described below with reference to the drawings are merely illustrative and are intended to interpret the present disclosure, but should not be understood to limit the present disclosure.

[0016] Hereinafter, a vehicle control system, a method, and a vehicle according to an embodiment of the present disclosure will be described with reference to the drawings.

[0017] 1 is a schematic diagram of a vehicle control system according to an embodiment of the present disclosure. As shown in FIG. 1, the vehicle control system may include a central controller 10 and a plurality of vehicle components.

[0018] The multiple vehicle components belong to multiple different functional domains, at least one vehicle component in a first functional domain 21 in the multiple different functional domains and another vehicle component in the first functional domain 21 are connected via a first network and directly connected to the central controller 10, at least one vehicle component in a second functional domain 22 in the multiple different functional domains and another vehicle component in the second functional domain 22 are connected via a second network and directly connected to the central controller 10, and at least one vehicle component in the first functional domain 21 and at least one vehicle component in the second functional domain 22 are connected via a third network, and the central controller 10 transmits control information to the at least one vehicle component.

[0019] In a vehicle control system according to an embodiment of the present disclosure, vehicle components within a domain are directly connected to a central controller so as to be able to communicate with each other, thereby achieving unified and coordinated control of each domain, reducing communication delays, reducing communication loads on functional domains, and improving communication efficiency. This allows the central controller to obtain various status information of the vehicle more quickly and comprehensively, providing powerful data support for vehicle control. The interconnection of at least two vehicle components within a domain enables mutual information sharing between interconnected components within the same functional domain. In the event of a failure of the central controller, the interconnected vehicle components can partially realize the functions of the central controller, ensuring basic vehicle driving safety. The interconnection of vehicle components within a domain and then directly connecting them to the central controller reduces the length of harnesses and reduces the cost of the vehicle control system. The intercommunication between different domains enables direct control between different domains, further improving vehicle safety performance. The sharing of information within each domain and the direct connection of controllers between at least two different domains ensures relatively complete vehicle functions, ensuring safe, controllable vehicle driving or stopping in the event of a failure of the central controller.

[0020] Specifically, the vehicle parts include ECUs (Electronic Control Units). The ECU may include an electronic control unit (ECU) and an execution component, such as a sensor or actuator in a vehicle. The ECU is located inside the vehicle component and provides electronic control functions to the vehicle component, such as a motor controller in a drive assembly, a brake controller in a braking system, a steering controller in a steering system, and a suspension controller in a suspension system. The vehicle components are divided into multiple different functional domains, and each functional domain is a virtual domain. For example, as shown in FIG. 1, the multiple different functional domains include a first functional domain 21, a second functional domain 22, a third functional domain 23, ..., and an Nth functional domain 2N, where N is an integer greater than 1.

[0021] In the multiple different functional domains, vehicle components within at least two of the functional domains may be interconnected. For example, at least two vehicle components within a first functional domain 21 may be interconnected via a first network, and at least two vehicle components within a second functional domain 22 may be interconnected via a second network. The first and second networks may be the same or different. For example, the first and second networks may both be local area networks, such as a Controller Area Network (CAN), or, for example, the first network may be a local area network, such as a CAN, and the second network may be an Ethernet. Vehicle components within the same functional domain may be interconnected via an intra-domain communication network, enabling mutual information sharing between interconnected components within the same functional domain. If the central controller 10 fails, at least some of the functions of the central controller 10 can be maintained, thereby improving vehicle driving safety.

[0022] The vehicle components in at least two functional domains are interconnected and then directly connected to the central controller 10 so as to be able to communicate with each other. For example, the vehicle components in the first functional domain 21 are directly connected to the central controller 10 through a first network, and the vehicle components in the second functional domain 22 are directly connected to the central controller 10 through a second network, thereby canceling the domain controller, reducing communication delays when identifying sensing information and execution commands, and improving the real-time performance of signals. By directly connecting the vehicle components in the domains so as to be able to communicate with each other to the central controller 10, unified and cooperative control of each domain can be achieved, and communication delays, communication loads of the functional domains can be reduced, and communication efficiency can be improved. This allows the central controller 10 to communicate with each other. The central controller 10 can acquire various vehicle status information more quickly and comprehensively, providing powerful data support for vehicle control. The central controller 10 integrates information from each domain, eliminating the problem in related art that each domain controller acts independently and has low coordination. It achieves centralized data processing, centralized decision-making, and coordinated execution, providing a strong guarantee for stable and flexible vehicle operation. It also performs only a small amount of information routing required between each domain, reducing redundant communication of the same information between domains, reducing the amount of data interface, reducing communication load, and improving communication accuracy. Vehicle components within each domain are interconnected and then directly connected to the central controller 10, thereby reducing the length of harnesses and lowering the cost of the vehicle control system.

[0023] The vehicle components of at least two functional domains are further interconnected between the domains, for example, the first functional domain 21 and the second functional domain 22 are connected to be able to communicate independently, and the vehicle components in the first functional domain 21 are connected to the vehicle components in the second functional domain 22 via a third network. In this way, the intercommunication between different domains realizes direct control between the different domains, which can further improve the safety performance of the vehicle. By sharing information within each domain and directly connecting the controllers between at least two different domains, the vehicle functions are relatively complete, and the central controller can be prevented from failing. This ensures safe and controllable vehicle movement or stopping in the event of an accident.

[0024] 2, the multiple different functional domains include a first functional domain 21, a second functional domain 22, and a third functional domain 23, where the first functional domain 21 is a power domain, the second functional domain 22 is a chassis domain, and the third functional domain 23 is an intelligent driving domain. The power domain mainly optimizes the power expression of the vehicle and ensures the power safety of the vehicle, and its functions include, but are not limited to, battery management, power distribution management, speed limit management, engine management, and energy saving management. The chassis domain mainly controls the driving behavior and driving posture of the vehicle, and its functions include, but are not limited to, brake system management, steering system management, suspension system management, and airbag system management. The intelligent driving domain mainly realizes and controls the autonomous driving function of the vehicle and needs to be equipped with the capabilities of receiving, processing, and determining image information, navigation and route planning, and quick judgment and decision-making in response to real-time situations.

[0025] The vehicle components in the power domain are directly and communicatively connected to the central controller 10 via CAN, the vehicle components in the chassis domain are directly and communicatively connected to the central controller 10 via CAN, and the vehicle components in the intelligent driving domain are directly and communicatively connected to the central controller 10 via CAN or Ethernet, and the central controller 10 acquires information from each domain and performs unified and coordinated control of each domain.

[0026] The vehicle components in the power domain are further communicatively connected to the vehicle components in the chassis domain via a CAN, thereby allowing the chassis domain to control the power domain to achieve vehicle driving, braking, and steering control, or the power domain to control the chassis domain to achieve vehicle braking and steering control. For example, the brake controller and steering controller in the chassis domain may communicate with the motor controller in the power domain. In the non-intelligent driving mode, if the central controller 10 fails, the brake controller or steering controller may send corresponding commands to the motor controller based on control demands, which then control the drive motors to perform corresponding operations, thereby achieving vehicle driving, braking, and steering control. Alternatively, the motor controller may send corresponding commands to the brake controller and steering controller based on control demands, which then cause the brake controller to brake and the steering controller to steer, thereby achieving vehicle braking and steering control. In this way, cooperation between the chassis domain and the power domain may enable redundant running, stopping, and steering of the vehicle in the non-intelligent driving mode, thereby improving vehicle safety performance.

[0027] Vehicle components in the power domain are communicatively connected to vehicle components in the intelligent driving domain via CAN or Ethernet, allowing the intelligent driving domain to control the power domain and achieve vehicle driving, braking, and steering control. For example, if the central controller 10 fails in the intelligent driving mode, the intelligent driving controller can send corresponding commands to the motor controller based on the control demand, and the motor controller can control the drive motor to perform the corresponding operation, thereby achieving vehicle driving, braking, and steering control. In this way, the cooperation between the intelligent driving domain and the power domain can achieve redundant driving, stopping, and steering of the vehicle in the intelligent driving mode, thereby improving vehicle safety performance.

[0028] Vehicle components in the chassis domain are intelligently connected via CAN or Ethernet. By being communicatively connected to vehicle components in the driving domain, the intelligent driving domain controls the chassis domain to realize vehicle braking and steering control. For example, the intelligent driving controller in the intelligent driving domain may communicate with the brake controller and steering controller in the chassis domain. If the central controller 10 fails in the intelligent driving mode, the intelligent driving controller can send corresponding commands to the brake controller and steering controller based on control demands, causing the brake controller to brake and the steering controller to steer, thereby achieving vehicle braking and steering control. In this way, the cooperation between the intelligent driving domain and the chassis domain can realize redundant stopping and steering of the vehicle in the intelligent driving mode, thereby improving vehicle safety performance.

[0029] As a specific example, as shown in Figure 3, a vehicle has multiple vehicle components, such as a drive assembly, a brake system, a steering system, an inertial measurement unit, a steering angle sensor, a battery and its management system, and a wheel speed sensor, etc. Note that this figure is for illustrative purposes only, and some vehicle components are not specifically shown in the figure, but this does not limit the present invention. By dividing the multiple vehicle components on the vehicle, multiple different functional domains can be obtained, such as a power domain, a chassis domain, and an intelligent driving domain.

[0030] The power domain mainly includes a drive assembly, a battery, a battery management system, etc., and may be connected to the central controller 10 via a power domain communication node. Preferably, the power domain may further include an engine, a charging system, etc., and is specifically determined based on the vehicle model. The drive assembly uses a four-motor power architecture to independently provide fast and highly accurate torque to each wheel, thereby increasing the freedom and capability of vehicle control and improving vehicle control safety. As shown in Figures 3 and 4, the drive assembly may be composed of a front drive assembly and a rear drive assembly having the same structure.

[0031] For example, as shown in FIG. 5a, each of the front drive assembly and the rear drive assembly includes two drive motors, two reduction torque transmission devices (e.g., reducers), one controllable differential lock, and one motor controller, the two drive motors being located at both ends of the corresponding drive assembly, each drive motor transmitting power to a corresponding wheel via a connected reduction torque transmission device, and the controllable differential lock being located in the middle of the two reduction torque transmission devices.

[0032] Taking a front drive assembly as an example, the front drive assembly mainly comprises a left front drive motor, a left front reduction torque transmission device, a right front drive motor, a right front reduction torque transmission device, a controllable front differential lock, and a front motor controller. The left front drive motor and the right front drive motor are located at both ends of the front drive assembly, and the left front drive motor and the right front drive motor transmit power to the corresponding wheels via the left front reduction torque transmission device and the right front reduction torque transmission device, respectively. This architectural layout can effectively reduce transmission vibration and ensure system reliability and durability, and the controllable front differential lock is located between the left front reduction torque transmission device and the right front reduction torque transmission device. The left front drive motor can rotate forward or backward to provide forward torque or backward torque to the left front wheel; the left front deceleration torque transmission device can realize rotational speed and torque transmission from the left front drive motor to the left front wheel, and can realize deceleration and torque increase from the left front drive motor to the left front wheel during the transmission process; the right front drive motor can rotate forward or backward to provide forward torque or backward torque to the right front wheel; and the right front deceleration torque transmission device can realize rotational speed and torque transmission from the right front drive motor to the right front wheel, and can realize rotational speed and torque increase from the right front drive motor to the right front wheel during the transmission process. The controllable front differential lock can synchronize or not synchronize the left front deceleration torque transmission device and the right front deceleration torque transmission device. When the controllable front differential lock is locked, the left front deceleration torque transmission device and the right front deceleration torque transmission device are synchronized, further realizing synchronization of the wheel speeds of the left front wheel and the right front wheel, and sharing the torque of the left front drive motor and the right front drive motor. The front motor controller is responsible for driving the left front drive motor and the right front drive motor and can respond to the rotation speed or torque control request of the external controller. The front motor controller is also responsible for driving and controlling the controllable front differential lock, and the external controller The left and right front drive motors can operate independently when the controllable front differential lock is unlocked. The left front drive motor is provided with a resolver that senses rotational speed information of the left front drive motor and can calculate highly accurate left front wheel speed information based on physical parameter information of the left front reduction torque transmission device and the rotational speed information of the left front drive motor. The right front drive motor is provided with a resolver that senses rotational speed information of the right front drive motor and can calculate highly accurate right front wheel speed information based on physical parameter information of the right front reduction torque transmission device and the rotational speed information of the right front drive motor. If either the left or right front drive motor fails, the controllable front differential lock can be locked to ensure normal driving of the front axles of the vehicle.

[0033] In addition, the front drive assembly and the rear drive assembly may also use the architecture shown in Figure 5b, which integrates two drive motors in the middle and two reduction torque transmission devices on both sides of the drive motors, respectively, to realize an integrated design for the overall form, improve the applicability of multi-platform and multi-polar vehicle applications, and improve the power density of the assembly, which will not be described in detail here.

[0034] The battery is responsible for supplying power to each traction motor and collecting regenerative electric energy generated by each traction motor during regenerative braking, and can realize power supply or regenerative braking electric energy collection only to the same traction motor at the same time, and the battery's supplying power to each traction motor or collecting regenerative braking electric energy at the same time is mutually independent. The battery management system is responsible for managing the battery performance and charge / discharge capacity rate, etc., and can adjust the battery's charge / discharge performance in response to requests from an external controller.

[0035] The chassis domain is related to the vehicle's running and realizes the vehicle's steering, braking and suspension control, and is mainly composed of a brake system, a steering system, a suspension system, a steering wheel rotation angle sensor, an inertial measurement unit, etc., and may be connected to the central controller 10 via a chassis domain communication node.

[0036] The braking system mainly consists of a brake pedal, brake controller, brake lines, brake and wheel speed sensors. The brake pedal is mechanically connected to the brake controller push rod and can indicate the driver's braking demand by activating the brake controller push rod. The brake lines are responsible for transmitting brake fluid from the brake controller to each brake. The brakes are the braking force realization devices that generate hydraulic braking force for each wheel through the action of brake fluid. The brake controller includes a pressure detection device, a hydraulic pressure adjustment device, a push rod stroke detection device, and a brake controller, etc., and can realize the identification of the driver's braking demand, active pressure buildup, and independent control of each brake pressure. The wheel speed sensor may be a dual-chip wheel speed sensor that can provide two independent wheel speed information, one directly connected to the brake controller and the other connected to the central controller 10. The wheel speed sensors are installed on each wheel and have the same connection method. The inertial measurement unit is directly connected to the brake controller of the braking system. The brake controller transmits the processed six-degree-of-freedom inertia information, wheel speed information, pressure information, etc. to the central controller 10, and independently realizes the vehicle's brake control and stability control, and can independently adjust the pressure of each brake in response to the demands of the external controller.

[0037] The steering system mainly comprises a steering wheel, a steering column, a steering gear, a motor assist device, a steering controller, a steering rod, etc., and may be a conventional front axle steering assist system or a front axle steer-by-wire system. The steering system realizes steering control in response to the steering demand input by the driver through the steering wheel, and can provide actual steering shaft rotation angle information in response to a rotation angle control request from an external controller, which can be sent to the central controller 10 externally in the form of equivalent steering wheel rotation angle information.

[0038] The suspension system is an active suspension control system including a suspension and a suspension controller. The suspension system is provided with height sensors that independently sense the suspension height information of the corresponding wheels and are directly connected to the suspension controller to realize suspension height adjustment and damping adjustment. The suspension controller is responsible for driving the suspension and can respond to the height and damping adjustment requests of each suspension from an external controller.

[0039] The steering wheel rotation angle sensor acquires steering wheel rotation angle information and is directly connected to the central controller 10 .

[0040] As shown in FIG. 6, the intelligent driving domain mainly comprises sensing components such as radar, cameras, and high-precision positioning devices, as well as an intelligent driving controller. Note that this diagram is merely illustrative, and some vehicle components are not specifically shown in the diagram, but this does not limit the present invention. The radar may include laser radar, forward-facing long-range millimeter-wave radar, mid-range millimeter-wave radar, and ultrasonic radar, etc., to detect moving and stationary objects around the vehicle at long, medium, and short distances, and to depict the surrounding environment in real time. The cameras mainly include a front camera, a rear camera, a test camera, and a surround camera, etc., to identify moving and stationary objects around the vehicle at long and short distances. The high-precision positioning device can provide information such as the vehicle's real-time position and speed. At least two intelligent driving controllers may be included to achieve intelligent driving information sensing and backup decision-making safety.

[0041] As shown in Figure 7, the central controller 10 mainly comprises a power supply, a data storage device, a processor, an input / output processing device, an inertial measurement unit, etc. The power supply has two independent power supplies, power supply 1 and power supply 2, which can maximize the power supply safety of the central controller 10. The processor is a redundant processor consisting of a main processor and a backup processor. Normal data processing is mutually verified. If one processor fails, the remaining normal processor can still operate. Both the main processor and the backup processor are provided with independent data storage devices. The input / output processing device includes one Ethernet interface, eight CAN-FD (Controller Area Network Flexible Data Rate, an extended standard of CAN bus) communication interfaces, and multiple driving interfaces. It can be connected to the intelligent driving domain, chassis domain, power domain, sensors, actuators, etc. as needed to realize information interaction processing and control. The inertial measurement unit is connected to the driving interface of the input / output device and can provide the central controller 10 with six-degree-of-freedom inertial information of the center of gravity of the vehicle. The processor and power supply safety levels of the central controller 10 are both It can reach ASIL (Automotive Safety Integration Level) D.

[0042] The vehicle components in the power domain, chassis domain, and intelligent driving domain are each directly connected to the central controller 10 so as to be able to communicate with each other. Communications between the vehicle components in the power domain and the central controller 10 and between the vehicle components in the chassis domain and the central controller 10 are local area network communications, such as CAN-FD, while communications between the vehicle components in the intelligent driving domain and the central controller 10 may be local area network communications or Ethernet communications, which may be determined based on the amount of data transmitted. As the core of the system, the central controller 10 realizes data fusion, such as sensing fusion, decision-making fusion, and control fusion, for multiple functional domains, generates control information, and sends the control information to each functional domain, thereby realizing coordinated control of the vehicle components in multiple functional domains.

[0043] Specifically, when performing sensor fusion, the intelligent driving controller in the intelligent driving domain pre-processes the sensor information from sensor components such as radar, camera, and high-precision positioning device; the motor controller in the power domain pre-processes the actual driving torque and rotation change information of each wheel; the brake controller in the chassis domain pre-processes the actual brake torque, wheel speed, and six-degree-of-freedom inertia information of each wheel; and the steering controller in the chassis domain pre-processes the wheel rotation angle of each wheel. Each functional domain respectively transmits the pre-processed data to the central controller 10. The central controller 10 performs centralized fusion based on the data transmitted from each functional domain and the data from the directly connected inertial measurement unit and wheel speed sensor, ultimately obtaining accurate and predictable vehicle status data, ground status data, etc., thereby realizing distributed processing of complex information, demonstrating coordination, reducing the workload of the central controller 10, and improving the efficiency of centralized fusion.

[0044] When performing decision fusion, the central controller 10 can make control decisions based on the principle of prioritizing certain performances such as power, comfort, and control, based on the vehicle state data, ground state data, etc. obtained by sensory fusion, in combination with the motion execution ability fed back from control fusion. By combining the vehicle surrounding space data obtained by sensory fusion to perform optimal trajectory planning, it is possible to provide driving suggestions to the driver or determine the optimal driving trajectory in autonomous driving mode. The diversity of control fusion can provide more trajectory feasibility for decision planning, improving the convenience of vehicle use and safety performance in extreme situations.

[0045] When performing control fusion, the motor controller in the power domain estimates the drive motor torque performance capability of each wheel, the steering system in the chassis domain estimates the steering wheel rotation angle performance capability, and the brake system in the chassis domain estimates the hydraulic brake torque and master cylinder brake torque performance capabilities of each wheel. The central controller 10 reevaluates and centrally analyzes the performance capabilities of each functional domain, utilizing the fast response characteristics of the four-motor power architecture to compensate for and fuse with the performance capabilities of the chassis domain to form a systematic motion performance capability including longitudinal torque performance capability, steering performance capability, and yaw torque performance capability, which provides the basis for decision-making by the central controller 10. After issuing a decision-making command from the central controller 10, it is decomposed into actuators in specific domains, achieving a balance between response speed and stability and further improving the vehicle's safety performance. Furthermore, if the brake system or steering system in the chassis domain is inoperable, the required steering and braking capabilities of the vehicle can be achieved based on the four-motor power architecture in the power domain, thereby improving safety performance in emergencies. Control fusion is also scalable and can be used to implement an active suspension control system. After deployment, it can achieve a fusion of vertical performance capabilities and further improve the comfort and safety performance of the vehicle.

[0046] In this way, cooperative control of multiple functional domains can be realized based on a central controller, which is advantageous in realizing users' desire for extreme safety when using vehicles, and also in significantly reducing the communication load of each functional domain, improving communication efficiency, and improving the versatility of each functional domain.

[0047] In some embodiments, at least one vehicle component in the first functional domain 21 is configured to send a control command to at least one vehicle component in the second functional domain 22 if the central controller 10 fails.

[0048] Specifically, since the first functional domain 21 and the second functional domain 22 can communicate with each other and have the ability to make or execute decisions independently, if the central controller 10 fails, the first functional domain 21 and the second functional domain 22 can realize safe control of the vehicle.

[0049] For example, the first functional domain 21 is an intelligent driving domain, and the second functional domain 22 is a power domain, and if the central controller 10 fails, the intelligent driving domain can send a control command to the power domain to control the braking and steering of the vehicle, thereby safely stopping the vehicle. For example, the intelligent driving controller in the intelligent driving domain can send a forward torque or reverse torque of each driving motor to the motor controller in the power domain, thereby controlling the operation of each driving motor by the motor controller, thereby controlling the braking and steering of the vehicle.

[0050] For example, the first functional domain 21 is an intelligent driving domain, and the second functional domain 22 is a chassis domain. If the central controller 10 fails, the intelligent driving domain can send a control command to the chassis domain, which can then control the vehicle's brakes and steering, thereby safely stopping the vehicle. For example, the intelligent driving controller in the intelligent driving domain can send the brake torque of each wheel to the brake controller in the chassis domain, which then controls the operation of the brakes corresponding to each wheel, thereby realizing vehicle brake control.

[0051] For example, the first functional domain 21 is a power domain and the second functional domain 22 is a chassis domain. In the event of a failure of the central controller 10, the chassis domain may send a control command to the power domain, thereby enabling the power domains to cooperate to control the vehicle's brakes and steering when the chassis domain's braking capacity, steering capacity, or both are insufficient. Alternatively, the power domain may send a control command to the chassis domain, thereby enabling the power domains to cooperate to control the vehicle's brakes and steering when the power domain's braking capacity, steering capacity, or both are insufficient. For example, when the chassis domain's braking capacity is insufficient, the brake controller of the chassis domain may send a control command to the motor controller of the power domain, including a brake torque to be supplemented, causing the motor controller to control each drive motor to provide the brake torque to be supplemented. This allows the power domains to cooperate to control the vehicle's brakes. Other cases will not be described in detail here.

[0052] In the above embodiment, by mutual communication between multiple functional domains, in the event of a failure of the central controller, direct control between the multiple functional domains can be realized, thereby maximizing the safety control of the vehicle.

[0053] In some embodiments, the first functional domain 21 is an intelligent driving domain and the second functional domain 22 is a power domain, and if the central controller 10 fails, the intelligent driving controller in the intelligent driving domain sends deceleration and / or differential control commands to a drive assembly in the power domain to provide braking and / or steering control to the vehicle, and the drive assembly includes a motor controller and multiple drive motors that are arranged in one-to-one correspondence with the wheels and independently drive the wheels.

[0054] Specifically, the intelligent driving domain and the power domain have independent decision-making or execution capabilities, and if the central controller 10 fails, the intelligent driving domain can send deceleration control commands, differential control commands, or deceleration and differential control commands to the power domain to perform braking control, steering control, or braking and steering control on the vehicle, thereby safely stopping the vehicle and safely steering it.

[0055] For example, as described above, the intelligent driving domain includes a plurality of sensing components and an intelligent driving controller, and the intelligent driving controller can pre-process the sensing information of the sensing components. If the central controller 10 fails, the intelligent driving controller can further process the pre-processed information to obtain corresponding deceleration control commands, differential control commands, or deceleration and differential control commands, and send the deceleration control commands, differential control commands, or deceleration and differential control commands to a plurality of driving assemblies in the power domain. The motor controllers in the plurality of driving assemblies control the driving motors of each wheel to realize vehicle braking control, steering control, or braking and steering control, thereby allowing the vehicle to stop safely and steer safely.

[0056] In this way, based on the independent communication connection between the intelligent driving domain and the power domain, if the central controller fails, the intelligent driving domain and the power domain can cooperate to realize redundant stopping of the vehicle in intelligent driving mode, thereby maximizing the safety control of the vehicle.

[0057] In another embodiment, the first functional domain 21 is an intelligent driving domain and the second functional domain 22 is a chassis domain, and if the central controller 10 fails, the intelligent driving controller in the intelligent driving domain sends deceleration and / or differential control commands to the braking system and steering system in the chassis domain to provide braking and / or steering control to the vehicle.

[0058] Specifically, the intelligent driving domain and the chassis domain have independent decision-making or execution capabilities, and if the central controller 10 fails, the intelligent driving domain can send deceleration control commands, differential control commands, or deceleration and differential control commands to the chassis domain to perform braking control, steering control, or braking and steering control on the vehicle, thereby safely stopping the vehicle and safely steering it.

[0059] Illustratively, as mentioned above, the intelligent driving domain includes a plurality of sensing components and an intelligent driving controller, and the intelligent driving controller can pre-process the sensing information of the sensing components, and when the central controller 10 fails, the intelligent driving controller can pre-process the sensing information of the sensing components and pre-process the sensing information of the central controller 10. The intelligent driving controller further processes the pre-processed information to obtain corresponding deceleration control commands, differential control commands, or deceleration and differential control commands, and sends the deceleration control commands, differential control commands, or deceleration and differential control commands to the brake system and steering system of the chassis domain, controls the brakes of each wheel via the brake controller in the brake system, and realizes brake control, steering control, or brake and steering control of the vehicle in cooperation with the steering system, thereby safely stopping the vehicle and safely steering it.

[0060] In this way, based on the independent communication connection between the intelligent driving domain and the chassis domain, if the central controller fails, the intelligent driving domain and the chassis domain can work together to realize redundant stopping of the vehicle in intelligent driving mode, thereby maximizing the safety control of the vehicle.

[0061] In some other embodiments, the first functional domain 21 is a power domain and the second functional domain 22 is a chassis domain, and if the central controller 10 fails, a drive assembly in the power domain sends deceleration and / or differential control commands to the braking system and steering system in the chassis domain to provide braking and / or steering control to the vehicle, and the drive assembly includes a motor controller and multiple drive motors that are provided in one-to-one correspondence with the wheels and independently drive the wheels.

[0062] Specifically, the power domain and the chassis domain have independent decision-making or execution capabilities, and if the central controller 10 fails, the power domain can send deceleration control commands, differential control commands, or deceleration and differential control commands to the chassis domain to perform braking control, steering control, or braking and steering control on the vehicle, thereby safely stopping the vehicle and safely steering it.

[0063] For example, as described above, the power domain includes multiple drive assemblies, each including a motor controller. The motor controllers of the multiple drive assemblies can communicate with each other and pre-process the actual drive torque and rotation change information of the corresponding wheels. If the central controller 10 fails, one of the motor controllers can further process the pre-processed information to obtain a corresponding deceleration control command, differential control command, or deceleration and differential control command. Another motor controller can then control the drive motors of each wheel based on the deceleration control command, differential control command, or deceleration and differential control command to achieve braking control, steering control, or braking and steering control. During the control process, if the drive motors of each wheel cannot meet the braking demand, steering demand, or braking and steering demand, the one motor controller can further send the deceleration control command, differential control command, or deceleration and differential control command to the brake system and steering system of the chassis domain, causing the brake controller in the brake system to control the brakes of each wheel. The steering system then cooperates to achieve braking control, steering control, or braking and steering control of the vehicle, thereby safely stopping and steering the vehicle.

[0064] In this way, in the event of a failure of the central controller, maximum safe control of the vehicle can be achieved based on an independent, communicative connection between the power domain and the chassis domain.

[0065] In some alternative embodiments, the first functional domain 21 is a chassis domain and the second functional domain 22 is a power domain, and in the event of a failure of the central controller 10, the steering system and / or braking system in the chassis domain may be replaced by the steering system and / or braking system in the power domain. The control unit transmits deceleration and / or differential control commands to the drive assembly to perform braking and / or steering control on the vehicle, and the drive assembly includes a motor controller and a plurality of drive motors that are provided in one-to-one correspondence with the wheels and independently drive the wheels.

[0066] Specifically, the power domain and the chassis domain have independent decision-making or execution capabilities, and if the central controller 10 fails, the brake system, steering system, or brake and steering system in the chassis domain can send deceleration control commands, differential control commands, or deceleration and differential control commands to the power domain to perform brake control, steering control, or brake and steering control on the vehicle, thereby safely stopping the vehicle and safely steering it.

[0067] For example, as mentioned above, the chassis domain includes a brake system and a steering system, and the brake controller in the brake system can pre-process the actual brake torque, wheel speed, and six-degree-of-freedom inertia information of each wheel, etc.; the steering controller in the steering system can pre-process the wheel rotation angle of each wheel, etc.; the brake controller can communicate with the steering controller mutually; when the central controller 10 fails, the brake controller can further process the pre-processed information to obtain the corresponding deceleration control command, differential control command, or deceleration and differential control command, and control the brakes of each wheel according to the deceleration control command, differential control command, or deceleration and differential control command; and the steering controller can cooperate to realize brake control, steering control, or brake and steering control. During the control process, if the braking force and steering force provided by the braking system and steering system cannot meet the braking demand, steering demand, or braking and steering demand, the brake controller can further send deceleration control commands, differential control commands, or deceleration and differential control commands to multiple drive assemblies in the power domain, and the motor controllers in the multiple drive assemblies control the drive motors of each wheel to realize braking control, steering control, or braking and steering control of the vehicle, so that the vehicle can be stopped safely and steered safely.

[0068] In this way, in the event of a failure of the central controller, maximum safe control of the vehicle can be achieved based on an independent, communicative connection between the power domain and the chassis domain.

[0069] In some embodiments, the control information includes first control information and / or second control information, where the first control information instructs the vehicle components to perform corresponding operations and the second control information instructs the vehicle components to feed back data information to the central controller 10.

[0070] Specifically, the central controller 10, as the core of the system, can send control information to each functional domain, which can be a data acquisition command, and can control the vehicle components to feed back data information to the central controller 10. For example, the central controller 10 can send a data acquisition command to the sensing components such as radar and camera in the intelligent driving domain. After receiving the data acquisition command, the sensing components such as radar and camera in the intelligent driving domain will feed back data information to the central controller 10. The control information can be an execution command, and can control the vehicle components to perform corresponding operations according to the command. For example, the central controller 10 can send a control request to the motor controller in the power domain. When the motor controller in the power domain receives the control request, it will control the drive motor to perform the corresponding operation.

[0071] In this way, cooperative control of multiple functional domains by a central controller can be realized.

[0072] In some embodiments, the central controller 10 also facilitates the mutual transmission of data between different functional domains.

[0073] Specifically, each functional domain has independent decision-making or execution capabilities, and each corresponding functional domain has the data necessary to make or execute decisions independently. The central controller 10, as a gateway, can realize the mutual transmission of necessary data in each functional domain and meet the data demands of each functional domain. In this way, data redundancy can be realized and the dependency of each functional domain on a single sensor can be reduced, thereby improving the security and robustness of data.

[0074] For example, in the power domain, each drive motor is provided with a resolver, and the wheel speed of each wheel can be obtained based on rotation change information output from the resolver, while in the chassis domain, each wheel is provided with a wheel speed sensor, and the wheel speed of each wheel can be obtained by the wheel speed sensor. If the resolver in the power domain fails, the central controller 10 transmits the wheel speed output from the wheel speed sensor in the chassis domain to the power domain, thereby realizing data redundancy in the power domain. If the wheel speed sensor in the chassis domain fails, the central controller 10 transmits the wheel speed of the power domain to the chassis domain, thereby realizing data redundancy in the chassis domain.

[0075] In this way, by realizing mutual data transmission between different functional domains by the central controller, data redundancy is realized, thereby improving data security and robustness.

[0076] In some embodiments, the first functional domain 21 is a chassis domain and the second functional domain 22 is a power domain, and the central controller 10 performs braking and / or steering control on the vehicle by sending deceleration and / or differential control commands to a drive assembly of the power domain in the event of a failure of the braking system and / or steering system of the chassis domain, and the drive assembly includes a motor controller and a plurality of drive motors that are provided in one-to-one correspondence with the wheels and independently drive the wheels.

[0077] That is, if the chassis domain fails, the central controller 10 can send a deceleration control command, a differential control command, or a deceleration and differential control command to the power domain to perform braking control, steering control, or braking and steering control on the vehicle, thereby safely stopping the vehicle and safely steering it.

[0078] For example, if a failure occurs in the chassis domain, and braking is required, the central controller 10 generates a corresponding deceleration control command and transmits the deceleration control command to the multiple drive assemblies in the power domain, and the motor controllers in the multiple drive assemblies control the drive motors of each wheel, thereby realizing braking control of the vehicle and allowing the vehicle to be stopped safely. If steering is required, the central controller 10 generates a corresponding differential control command and transmits the differential control command to the multiple drive assemblies in the power domain, and the motor controllers in the multiple drive assemblies control the drive motors of each wheel, thereby realizing steering control of the vehicle, allowing the vehicle to be steered safely. If braking and steering are required, the central controller 10 generates a corresponding deceleration and differential control command and transmits the deceleration and differential control command to the multiple drive assemblies in the power domain, and the motor controllers in the multiple drive assemblies control the drive motors of each wheel. By controlling the motor and providing braking and steering control for the vehicle, the vehicle can be stopped safely and steered safely.

[0079] In some embodiments, the motor controller determines a reverse torque for the drive motor in response to a deceleration command and controls the drive motor based on the reverse torque to provide braking control for the vehicle, and / or determines a reverse or forward torque for the drive motor in response to a differential control command and controls the drive motor based on the reverse or forward torque to provide steering control for the vehicle.

[0080] For example, as described above, the power domain includes multiple drive assemblies, each including two drive motors and one motor controller, each corresponding to one wheel, and the motor controller independently controls the two drive motors, thereby controlling the corresponding wheels. When the central controller 10 controls the vehicle using the power domain, it sends deceleration and differential control commands to the motor controller of each drive assembly to control the drive motor corresponding to each wheel using the motor controller, and can further realize braking control, steering control, or braking and steering control of the vehicle.

[0081] For example, when braking is required, the central controller 10 can send a deceleration command to the motor controller; when the motor controller receives the deceleration command, it determines the reverse torque of the drive motor based on the deceleration command and controls the drive motor based on the reverse torque to perform braking control for the vehicle; when steering is required, the central controller 10 can send a differential control command to the motor controller; when the motor controller receives the differential control command, it determines the reverse torque or forward torque of the drive motor based on the differential control command and controls the drive motor based on the reverse torque or forward torque to perform steering control for the vehicle.

[0082] In this way, by realizing the braking and steering required for the vehicle based on the four-motor power architecture, it is possible to maximize the safety control of the vehicle and improve the safety performance in emergency situations of the vehicle. Furthermore, when motor controllers of multiple drive assemblies are connected, the motor controllers can further ensure the safe running of the vehicle even if less than three drive motors fail, thereby achieving safety performance in emergency situations.

[0083] In some embodiments, the plurality of vehicle components include at least one or more of a drive assembly, a braking system, a steering system, an inertial measurement unit, an intelligent driving controller, a steering wheel rotation angle sensor, a wheel speed sensor, a camera, and a radar.

[0084] In some embodiments, the central controller 10 further acquires first data of at least one component in the first functional domain 21 and second data of at least one component in the second functional domain 22, fuses the first data and the second data based on the current state and / or the target state of the vehicle, and sends first control information to the vehicle components based on the data after the fusion process, wherein the first control information is suitable for instructing the vehicle to perform steering control, lateral control, longitudinal control or height control.

[0085] Specifically, the central controller 10 performs fusion processing of the first data and the second data of two of the multiple functional domains, for example, the first functional domain 21 and the second functional domain 22, as in the control fusion described above, to quickly and accurately obtain data and realize accurate, stable, and safe control of the vehicle. The controller 10 realizes fusion control of the vehicle by fusing the first data and the second data based on the current state of the vehicle, the target state of the vehicle, or the current state and the target state of the vehicle, and the fusion control includes, but is not limited to, steering control, lateral control, longitudinal control, or height control.

[0086] Furthermore, the first data represents the performance of at least one vehicle component in the first functional domain 21 and the second data represents the performance of at least one vehicle component in the second functional domain 22 .

[0087] For example, the first functional domain 21 may be a power domain, and the second functional domain 22 may be a chassis domain. Correspondingly, the performance of at least one vehicle component in the first functional domain 21 may include estimated drive capacity of a drive motor corresponding to each wheel, i.e., the first data includes drive capacity data of a drive assembly in the power domain. The performance of at least one vehicle component in the second functional domain 22 may include estimated brake capacity data of a brake system corresponding to each wheel, steering capacity data of a steering system, and damping characteristics of a suspension corresponding to each wheel, i.e., the second data includes one or more of brake capacity data of a brake system, steering capacity data of a steering system, and damping characteristics of a suspension in the chassis domain. The central controller 10 re-evaluates and centrally analyzes the performance of the first functional domain 21 and the second functional domain 22, and utilizes the fast response characteristics of the four-motor power architecture to compensate for and combine with the performance of the chassis domain, thereby achieving accurate, stable, and safe control of the vehicle, for example, accurate, stable, and safe control of the vehicle in the steering, lateral, longitudinal, or vertical directions.

[0088] In some embodiments, the first functional domain 21 is a power domain, which includes a drive assembly, the drive assembly including a motor controller and a plurality of drive motors that are provided in one-to-one correspondence with the wheels and independently drive the wheels; the second functional domain 22 is a chassis domain, which includes a brake system and a steering system; the first data includes drive performance data of the drive assembly in the power domain; the second data includes at least brake performance data of the brake system, steering performance data of the steering system, and suspension damping characteristics of the suspension system in the chassis domain; the central controller 10 fuses the first data and the second data based on the current state and / or target state of the vehicle, and sends first control information to the vehicle components based on the fusion-processed data; the first control information includes steering fusion control information, yaw fusion control information, longitudinal fusion control information, and suspension height control information.

[0089] Specifically, the central controller 10 controls and fuses the first data and the second data of the power domain and the chassis domain in accordance with vehicle control demands. For example, the central controller 10 reevaluates and intensively analyzes the driving capacity of the drive motors corresponding to each wheel in the power domain, the braking capacity of the hydraulic cylinders and master cylinders corresponding to each wheel in the chassis domain, the steering capacity of the steering system in the chassis domain, and the damping characteristics of the suspension in the chassis domain. By utilizing the fast response characteristics of the four-motor power architecture, the central controller 10 compensates and fuses with the performance of the chassis domain to realize steering control fusion, yaw control fusion, longitudinal control fusion, etc., and further realizes accurate, stable, and safe control of the vehicle.

[0090] In some embodiments, the central controller 10 performs a fusion process on the first data and the second data based on the current vehicle speed and the target turning radius, and sends steering fusion control information to the vehicle components based on the fusion-processed data.

[0091] Specifically, the central controller 10 can perform steering control fusion based on the current vehicle speed of the vehicle, the target turning radius, the driving capacity of the driving motor corresponding to each wheel in the power domain, the steering capacity of the steering system in the chassis domain, and the suspension damping characteristics in the chassis domain.

[0092] In some embodiments, the central controller 10 realizes steering control by sending steering fusion control information to the steering system based on the steering ability data of the steering system when the current vehicle speed is in a first vehicle speed zone and the target turning radius is in a first turning radius zone; realizes differential steering control by sending steering fusion control information to the steering system, the drive assembly and the suspension system based on the steering ability data of the steering system, the drive ability data of the drive assembly and the suspension damping characteristics of the suspension system when the current vehicle speed is in a second vehicle speed zone and the target turning radius is in a second turning radius zone; realizes differential steering control by sending steering fusion control information to the steering system, the drive assembly and the suspension system based on the steering ability data of the steering system, the drive ability data of the drive assembly and the suspension damping characteristics of the suspension system when the current vehicle speed is in a third vehicle speed zone and the target turning radius is in a third turning radius zone. When the current vehicle speed is in the fourth vehicle speed section and the target turning radius is in the fourth turning radius section, steering fusion control information is sent to the steering system and the drive assembly based on the steering capacity data of the steering system and the driving capacity data of the drive assembly, thereby realizing differential steering control at the zero turning angle of the steering wheel. When the current vehicle speed is in the fourth vehicle speed section and the target turning radius is in the fourth turning radius section, steering fusion control information is sent to the drive assembly based on the driving capacity data of the drive assembly, thereby realizing differential steering control at the zero turning angle of the steering wheel. Vehicle speed in the first vehicle speed section > vehicle speed in the second vehicle speed section > vehicle speed in the third vehicle speed section > vehicle speed in the fourth vehicle speed section, and turning radius in the first turning radius section > turning radius in the second turning radius section > turning radius in the third turning radius section > turning radius in the fourth turning radius section.

[0093] Specifically, the steering control fusion refers to realizing steering control for a vehicle to travel straight until the turning radius becomes zero based on the driving capability data of the driving assembly in the power domain, the steering capability data of the steering system in the chassis domain, and the suspension damping characteristics of the vehicle. The driving capability data may be the currently estimated driving capability of the driving assembly, for example, the driving capability of the driving motor corresponding to each wheel in the four-motor power architecture of the power domain, abbreviated as four-wheel independent driving capability, and the steering capability data may be the currently estimated steering capability of the steering system, for example, the steering wheel rotation angle execution capability of the chassis domain.

[0094] In practical application, a specific steering execution method is determined based on information such as the current vehicle speed, the target turning radius, and the rate of change of the steering wheel rotation angle, thereby realizing steering control in which the vehicle moves straight until the turning radius becomes zero, thereby providing convenient vehicle control and steering safety. For example, as shown in Figure 8, the abscissa represents the current vehicle speed, the ordinate represents the target turning radius, the solid box represents the position of the vehicle before steering, and the dashed box represents the position of the vehicle after steering.

[0095] When the current vehicle speed is in the first vehicle speed range and the target turning radius is in the first turning radius range, that is, when the current vehicle speed is very high and the target turning radius is very large, the vehicle can be turned based on the steering system, so the steering execution method in this case is steering control realized based on the steering capacity of the steering system, and correspondingly, the steering fusion control information is determined based on the steering capacity of the steering system and includes steering torque information for controlling the operation of the steering system, and the central controller 10 realizes steering control by the steering system by transmitting the steering fusion control information to the steering controller in the steering system.

[0096] When the current vehicle speed is in the second vehicle speed range and the target turning radius is in the second turning radius range, that is, when the current vehicle speed is high and the target turning radius is large, the required steering capacity exceeds that of the steering system. In this case, steering control needs to be achieved through the cooperation of the four-motor power architecture. Therefore, the steering execution method in this case is differential steering control, which is achieved based on the steering capacity of the steering system, the four-wheel independent drive capacity of the four-motor power architecture, and the damping characteristics of the vehicle suspension. Correspondingly, the steering fusion control information is determined based on the steering capacity of the steering system, the four-wheel independent drive capacity of the four-motor power architecture, and the damping characteristics of the suspension, and includes steering torque information for controlling the operation of the steering system, torque distribution information for controlling the operation of each drive motor, and damping adjustment instructions for adjusting the damping of each suspension. The central controller 10 sends the steering fusion control information to the steering controller in the steering system, the motor controller in the drive assembly, and the suspension controller in the suspension system, thereby achieving differential steering control by the steering system, the four-motor power architecture, and the suspension. Differential steering control refers to the realization of differentiated control of the driving force and driving direction of each wheel through the action of four motors during steering.

[0097] When the current vehicle speed is in the third vehicle speed range and the target turning radius is in the third turning radius range, i.e., when the current vehicle speed is low and the target turning radius is small, the required steering capacity exceeds the maximum damping characteristics of the vehicle's suspension, requiring greater involvement of the four-motor power architecture. Therefore, the steering execution method in this case is differential steering control of the steering wheel limit rotation angle, which is realized based on the steering capacity of the steering system and the four-wheel independent drive capacity of the four-motor power architecture. Correspondingly, steering fusion control information is determined based on the steering capacity of the steering system and the four-wheel independent drive capacity of the four-motor power architecture, and includes steering torque information for controlling the operation of the steering system and torque distribution information for controlling the operation of each drive motor. The central controller 10 sends the steering fusion control information to the steering controller in the steering system and the motor controller in the drive assembly, thereby realizing differential steering control of the steering wheel limit rotation angle through the steering system and the four-motor power architecture. The differential steering control of the steering wheel limit rotation angle refers to achieving differentiated control of the driving force and driving direction of each wheel when the steering wheel is at the limit rotation angle during steering.

[0098] When the current vehicle speed is in the fourth vehicle speed range and the target turning radius is in the fourth turning radius range, i.e., when the current vehicle speed is very low and the target turning radius is very small, the required steering capacity exceeds the steering capacity when the steering wheel is at the limit turning angle. Therefore, the steering execution method in this case is zero-turn angle differential steering control realized based on the four-wheel independent drive capability. Correspondingly, the steering fusion control information is determined based on the four-wheel independent drive capability of the four-motor power architecture and includes torque distribution information for controlling the operation of each drive motor. The central controller 10 realizes zero-turn angle differential steering control by the four-motor power architecture by sending the steering fusion control information to the motor controllers in the drive assemblies. The so-called zero-turn angle differential steering control refers to achieving differentiated control of the driving force and driving direction of each wheel when the steering wheel is at zero turning angle during steering.

[0099] In some embodiments, when the current vehicle speed is zero and the target turning radius is zero, the steering fusion control information is used to control the reverse torque of the drive motor corresponding to the inside steering wheel and the outside steering wheel so as to realize on-the-spot U-turn control with a zero rotation angle of the steering wheel. Includes the forward torque of the drive motor corresponding to the ring wheel.

[0100] Specifically, in a limit situation, for example, when the current vehicle speed is zero and the target turning radius is zero, the four-wheel independent drive capability of the four-motor power architecture can be used to realize an on-the-spot U-turn control with a zero steering angle. For example, a reverse torque can be applied to the drive motor corresponding to the inside steering wheel, and a forward torque can be applied to the drive motor corresponding to the outside steering wheel. The differential torque between the inside steering wheel and the outside steering wheel generates a yaw torque at the center of gravity of the vehicle. If the yaw torque is sufficiently large, the vehicle breaks through road adhesion and begins to rotate, and the center of gravity of the vehicle does not shift during the rotation, thereby realizing an on-the-spot U-turn.

[0101] In this way, it is possible to realize a U-turn on the spot in limit situations based on the four-wheel independent drive capability of the power domain.

[0102] In the above embodiment, the central controller can achieve convenient vehicle control and safe steering by combining data from the power domain and the chassis domain. Note that both the power domain and the chassis domain can achieve steering control, and even if either the four-wheel independent drive capability of the power domain or the steering system of the chassis domain fails, the central controller can still respond to steering control requests, thereby achieving the goal of achieving both comfortable steering control and safe steering control.

[0103] In some embodiments, the central controller 10 further performs a fusion process on the first data and the second data based on the target yaw torque and the target yaw torque change rate, and transmits yaw fusion control information to the vehicle components based on the fusion-processed data.

[0104] Specifically, the central controller 10 performs yaw control fusion based on the target yaw torque, the target yaw torque change rate, the four-wheel independent drive capability of the power domain, and the braking capability of the brake system of the chassis domain, thereby achieving stable yaw control of the vehicle.

[0105] In some embodiments, the central controller 10 realizes yaw control by sending yaw fusion control information to the drive assembly based on the driving capability data of the drive assembly when the target yaw torque is less than the predetermined yaw torque; realizes yaw control by sending yaw fusion control information to the drive assembly based on the driving capability data of the drive assembly when the target yaw torque is equal to or greater than the predetermined yaw torque and the target yaw torque change rate is greater than the predetermined yaw torque change rate; realizes yaw control by sending yaw fusion control information to the brake system based on the brake capability data of the brake system when the target yaw torque is equal to or greater than the predetermined yaw torque and the target yaw torque change rate is equal to or less than the predetermined yaw torque change rate.

[0106] Specifically, yaw control fusion refers to realizing yaw control of a vehicle based on the four-wheel independent driving capability of the power domain and the braking capability of the brake system in the chassis domain, for example, the four-wheel independent braking capability.

[0107] In practical applications, a specific yaw torque implementation method can be determined based on information such as the target yaw torque and the target yaw torque change rate, allowing the power domain to quickly respond and adjust the vehicle's yaw torque, and utilizing the characteristics that the yaw torque of the chassis domain is more stable, rapid and accurate control of the vehicle's yaw torque can be achieved, thereby realizing stable yaw control of the vehicle and achieving the goal of extremely safe yaw.

[0108] Illustratively, as shown in FIG. 9, the abscissa represents time, the ordinate represents the target yaw torque, and the slope of the curve represents the target yaw torque change rate.

[0109] When the target yaw torque is smaller than a predetermined yaw torque, the four-wheel independent driving capability provided by the power domain and the four-wheel independent braking capability provided by the chassis domain can both realize yaw control of the vehicle. Considering that the power domain has the characteristic of quickly responding to adjust the yaw torque of the vehicle, the yaw torque execution method in this case is yaw control realized based on the four-wheel independent driving capability. Correspondingly, the yaw fusion control information is determined based on the four-wheel independent driving capability of the four-motor power architecture and includes torque distribution information for controlling the operation of each drive motor. The central controller 10 realizes yaw control by the four-motor power architecture by sending the yaw fusion control information to the motor controllers in the drive assemblies.

[0110] When the target yaw torque is equal to or greater than the predetermined yaw torque and the rate of change of the target yaw torque is greater than the predetermined rate of change of the yaw torque, the target yaw torque becomes large. However, because the rate of change of the target yaw torque is large, a fast response speed is required in this case. Therefore, the yaw torque execution method in this case is still yaw control realized based on the four-wheel independent drive capability. Correspondingly, the yaw fusion control information is determined based on the four-wheel independent drive capability of the four-motor power architecture and includes torque distribution information that controls the operation of each drive motor. The central controller 10 transmits the yaw fusion control information to the motor controllers in the drive assemblies, thereby realizing yaw control using the four-motor power architecture.

[0111] If the target yaw torque is equal to or greater than a predetermined yaw torque and the target yaw torque change rate is equal to or less than the predetermined yaw torque change rate, in this case, a fast response speed is not required and the yaw torque in the chassis domain is more stable, so the yaw torque execution method in this case is yaw control realized based on the four-wheel independent braking capacity. Correspondingly, the yaw fusion control information is determined based on the four-wheel independent braking capacity of the brake system and includes brake torque information for controlling the operation of the brake system, and the central controller 10 transmits the yaw fusion control information to the brake controller in the brake system, thereby realizing yaw control by the brake system.

[0112] In the following two cases, the yaw torque execution method may be yaw control that combines execution capability based on the brake system and driving capability based on the power domain, with the difference being that when the target yaw torque change rate is greater than a predetermined yaw torque change rate, the power domain is the primary domain, and when the target yaw torque change rate is equal to or less than the predetermined yaw torque change rate, the chassis domain is the primary domain.

[0113] In the above embodiment, the central controller can quickly control the yaw stability of the vehicle by combining data from the power domain and the chassis domain. Note that both the power domain and the chassis domain can perform yaw control, and if either the four-wheel independent driving capability of the power domain or the four-wheel braking capability of the chassis domain fails, yaw control can still be performed, thereby achieving the goal of achieving both comfortable yaw control and extremely safe control.

[0114] In some embodiments, the central controller 10 performs a fusion process on the first data and the second data based on the target longitudinal torque and the target longitudinal torque change rate, and transmits longitudinal fusion control information to the vehicle components based on the fusion-processed data.

[0115] Specifically, the central controller 10 determines the target longitudinal torque, the target longitudinal torque change rate, the four-wheel independent driving capability of the power domain, and the four-wheel independent braking capability of the chassis domain. By performing longitudinal control fusion, safe longitudinal control of the vehicle can be achieved.

[0116] In some embodiments, the central controller 10 realizes longitudinal control by sending longitudinal fusion control information to the drive assembly based on the driving capability data of the drive assembly when the target longitudinal torque is positive torque; realizes longitudinal control by sending longitudinal fusion control information to the drive assembly based on the driving capability data of the drive assembly when the target longitudinal torque is negative torque and the target longitudinal torque change rate is greater than a predetermined longitudinal torque change rate; realizes longitudinal control by sending longitudinal fusion control information to the brake system based on the brake capability data of the brake system when the target longitudinal torque is negative torque and the target longitudinal torque change rate is equal to or less than the predetermined longitudinal torque change rate.

[0117] Specifically, longitudinal control fusion refers to realizing longitudinal control of each wheel based on four-wheel independent driving capability data in the power domain and four-wheel independent braking capability data in the chassis domain.

[0118] In practical application, a specific longitudinal torque implementation method can be determined based on information such as the target longitudinal torque and the target longitudinal torque change rate, and the power domain can quickly respond to adjust the longitudinal torque of each wheel, while the longitudinal torque of the chassis domain is more stable. This allows for fast and accurate control of the longitudinal torque of each wheel, thereby achieving longitudinal stability control of the vehicle and achieving the goal of extreme longitudinal safety.

[0119] Illustratively, as shown in FIG. 10, the abscissa represents time, the ordinate represents the target longitudinal torque, and the slope of the curve represents the target longitudinal torque rate of change.

[0120] When the target longitudinal torque is a positive torque, the power domain can provide a positive torque, so the longitudinal torque execution method in this case is longitudinal control realized based on the four-wheel independent drive capability, and correspondingly, the longitudinal fusion control information is determined based on the four-wheel independent drive capability of the four-motor power architecture and includes torque distribution information for controlling the operation of each drive motor, and the central controller 10 realizes longitudinal control by the four-motor power architecture by sending the longitudinal fusion control information to the motor controller in the drive assembly.

[0121] When the target longitudinal torque is negative and the target longitudinal torque change rate is greater than the predetermined longitudinal torque change rate, both the power domain and the chassis domain can provide negative torque. However, in this case, the target longitudinal torque change rate is greater than the predetermined longitudinal torque change rate, which requires a fast response speed. Considering the characteristics of the power domain to quickly respond and adjust the longitudinal torque of each wheel, the longitudinal torque execution method in this case is longitudinal control realized based on the four-wheel independent drive capability. Correspondingly, the longitudinal fusion control information is determined based on the four-wheel independent drive capability of the four-motor power architecture and includes torque distribution information for controlling the operation of each drive motor. The central controller 10 sends the longitudinal fusion control information to the motor controllers in the drive assemblies, thereby realizing longitudinal control using the four-motor power architecture.

[0122] When the target longitudinal torque is negative and the target longitudinal torque change rate is equal to or less than a predetermined longitudinal torque change rate, both the power domain and the chassis domain can provide negative torque. In this case, the target longitudinal torque change rate is equal to or less than the predetermined longitudinal torque change rate, so a fast response speed is not required, and the longitudinal torque of the chassis domain is more stable. In consideration of this characteristic, the longitudinal torque execution method in this case is longitudinal control realized based on the four-wheel independent braking capacity, and correspondingly, the longitudinal fusion control information includes brake torque information that is determined based on the four-wheel independent braking capacity of the brake system and controls the operation of the brake system, and the central controller 10 realizes longitudinal control by the brake system by transmitting the longitudinal fusion control information to the brake controller in the brake system.

[0123] In addition, in the following two cases, the longitudinal torque execution method may also be a longitudinal control that combines four-wheel independent braking ability based on the brake system and four-wheel independent driving ability based on the power domain, with the difference being that when the target longitudinal torque change rate is greater than a predetermined longitudinal torque change rate, the power domain is the main focus, and when the target longitudinal torque change rate is equal to or less than the predetermined longitudinal torque change rate, the chassis domain is the main focus.

[0124] In the above embodiment, the central controller can achieve rapid control of the vehicle's longitudinal stability by combining data from the power domain and the chassis domain. The power domain can also achieve braking control, so that if the braking system of the chassis domain fails, the power domain's four-wheel independent drive capability can still ensure reliable braking of the vehicle, thereby ensuring safety in emergency situations.

[0125] In the above embodiments, the central controller realizes steering fusion control, yaw fusion control, and longitudinal fusion control of the vehicle by integrating the performance capabilities of the actuators of each functional domain based on the existing control demands of the vehicle, fully utilizing the performance capabilities of each actuator in the vehicle, achieving better and faster steering control, yaw control, and longitudinal control of the vehicle, and improving the safety performance of the vehicle.

[0126] In some embodiments, the central controller 10 also sends suspension height control information to the suspension in the chassis domain to adjust the suspension height based on the actual ground profile information for each wheel.

[0127] Specifically, during the vehicle's travel, the central controller 10 predicts the vehicle's movement trajectory to obtain vehicle trajectory planning information, and further predicts and obtains trajectory planning information for each wheel. Then, based on the trajectory planning information for each wheel, it determines actual ground profile information, such as an actual ground profile curve, in the predicted trajectory of each wheel. For details, see below, and the description will be omitted here. Finally, based on the actual ground profile information for each wheel, the distance between the profile and each wheel, and the current wheel speed of each wheel, it pre-adjusts the suspension height of each wheel in combination with the adjustment speed of the vehicle's suspension height within the chassis domain, thereby maximizing control of the vehicle's longitudinal comfort, and also adjusting the suspension damping to maximizing control of the vehicle's longitudinal comfort.

[0128] In addition, when the vehicle is in automatic driving mode, the central controller 10 can further improve the longitudinal comfort of the vehicle by adjusting the longitudinal movement speed of the suspension of each wheel.

[0129] In the above embodiment, the suspension of each wheel in the chassis domain is pre-adjusted based on the actual ground profile information of each wheel, thereby improving the comfort when the vehicle is traveling on uneven ground.

[0130] In some embodiments, the plurality of different functional domains further includes a third functional domain 23, and the central controller 10 is configured to: The third data of at least one vehicle part in the third functional domain 23 is acquired, and the first data, the second data, and the third data are fusion-processed to acquire vehicle driving situation information.

[0131] Specifically, the central controller 10 performs a fusion process on the first data, the second data, and the third data from three of the multiple functional domains, for example, the first functional domain 21, the second functional domain 22, and the third functional domain 23, as in the sensor fusion described above, thereby obtaining vehicle state data, ground state data, etc. that are closer to the actual state, which is advantageous for realizing more accurate control of the vehicle.

[0132] Furthermore, the first data represents a vehicle state obtained from at least one vehicle part in the first functional domain 21, the second data represents a vehicle state obtained from at least one vehicle part in the second functional domain 22, and the third data represents a vehicle state obtained from at least one vehicle part in the third functional domain 23.

[0133] For example, the first functional domain 21 may be a power domain, the second functional domain 22 may be a chassis domain, and the third functional domain 23 may be an intelligent driving domain. The vehicle driving state acquired from at least one component in the first functional domain 21 may be the actual driving torque of each wheel after pre-processing, the wheel speed of each wheel acquired based on the rotation change information, etc., that is, the first data may include the actual driving torque and wheel speed of each wheel, and the first data may be the actual driving torque and wheel speed of each wheel acquired from at least one component in the second functional domain 22. The acquired vehicle driving state may be the actual brake torque, wheel speed, wheel rotation angle, steering wheel rotation angle, and six-degree-of-freedom inertial information of the vehicle after pre-processing, i.e., the second data includes the actual brake torque, wheel speed, wheel rotation angle, steering wheel rotation angle, and six-degree-of-freedom inertial information of the vehicle, etc., and the vehicle driving state acquired from at least one component in the third functional domain 23 may be the pre-processed distance information, ground image information, position information, etc., i.e., the third data may include the distance information, ground image information, position information, etc. The central controller 10 performs centralized fusion based on the data transmitted from each functional domain and the data from the directly connected inertial measurement unit and wheel speed sensor, and can finally acquire accurate and predictable vehicle state data, ground state data, etc.

[0134] In some embodiments, the first functional domain 21 is a power domain, the second functional domain 22 is a chassis domain, and the third functional domain 23 is an intelligent driving domain, and the central controller 10 senses and fuses the first data, the second data, and the third data to obtain vehicle driving situation information, and the vehicle driving situation information includes at least vehicle state data, ground state data, or vehicle surrounding space data.

[0135] Specifically, when the vehicle is running, if the vehicle's own state data, ground state data, and vehicle surrounding space data can be clearly and accurately obtained, the vehicle can be better controlled. Through information fusion, the vehicle's state data, ground state data, and vehicle surrounding space data, etc., which are closer to the actual state, can be obtained. Therefore, the central controller 10 can sense and fuse data from the power domain, chassis domain, and intelligent driving domain. The sensing fusion mainly includes vehicle state estimation, ground state identification, and vehicle surrounding environment identification, etc., thereby obtaining vehicle state data, ground state data, and vehicle surrounding space data, etc., which are closer to the actual state, and are advantageous to improving the safety, comfort, etc. of vehicle control.

[0136] In some embodiments, the first data includes a first wheel speed of each wheel, the second data includes a second wheel speed of each wheel, a first six-degree-of-freedom inertial information and a rotation angle of the steering wheel, and the third data includes a first vehicle speed, and the central controller 10 Based on the second wheel speed, the first six-degree-of-freedom inertial information, the rotation angle of the steering wheel, and the first vehicle speed, fusion is performed to obtain vehicle state data.

[0137] Specifically, the first functional domain 21 is a power domain, and the corresponding first data may include the wheel speed of each wheel (referred to as the first wheel speed); the second functional domain 22 is a chassis domain, and the corresponding second data may include the wheel speed of each wheel (referred to as the second wheel speed), six-degree-of-freedom inertial information of the vehicle (referred to as the first six-degree-of-freedom inertial information), and the rotation angle of the steering wheel; and the third functional domain 23 is an intelligent driving domain, and the corresponding third data may include the vehicle speed (referred to as the first vehicle speed) obtained based on the high-precision positioning device. The central controller 10 can perform fusion to obtain vehicle state data based on the first wheel speed of each wheel, the second wheel speed of each wheel, the first six-degree-of-freedom inertial information, the rotation angle of the steering wheel, and the first vehicle speed. The first wheel speed is obtained by pre-processing the rotation change information of each wheel. Specifically, the rotation speed of the drive motor is collected by a resolver provided in the drive motor, and then converted based on the rotation speed and the reduction ratio of the reducer. In other words, the first wheel speed is the ratio between the rotation speed and the reduction ratio, and the second wheel speed is detected and obtained by a wheel speed sensor.

[0138] In some embodiments, the first data further includes a driving torque of each wheel, and the second data further includes a brake torque and a steering wheel rotation angle of each wheel, and the central controller 10 performs fusion to obtain vehicle state data based on the first wheel speed of each wheel, the second wheel speed of each wheel, the driving torque of each wheel, the first six-degree-of-freedom inertia information, the brake torque of each wheel, and the steering wheel rotation angle.

[0139] That is, the central controller 10 can further perform fusion to obtain vehicle state data based on the first wheel speed of each wheel and the driving torque of each wheel in the power domain, and the second wheel speed of each wheel, the first six-degree-of-freedom inertia information, the brake torque of each wheel, and the steering wheel rotation angle in the chassis domain.

[0140] In some embodiments, the vehicle state data includes a current vehicle speed, and the central controller 10 combines the first wheel speed of each wheel, the second wheel speed of each wheel, and the third wheel speed of each wheel of the vehicle parts directly connected to the central controller 10 to obtain the current wheel speed of each wheel, combines the first six-degree-of-freedom inertial information and the second six-degree-of-freedom inertial information of the vehicle parts directly connected to the central controller 10 to obtain the current six-degree-of-freedom inertial information, and determines the current vehicle speed based on the current wheel speed of each wheel, the current six-degree-of-freedom inertial information, the rotation angle of the steering wheel, and the first vehicle speed.

[0141] Specifically, the central controller 10 is further directly connected to a plurality of wheel speed sensors and an inertial measurement unit, and the plurality of wheel speed sensors acquire the wheel speed of each wheel (referred to as the third wheel speed), and the inertial measurement unit acquires the vehicle's six-degree-of-freedom inertial information (referred to as the second six-degree-of-freedom inertial information).

[0142] To obtain the current vehicle speed, the central controller 10 first performs wheel speed fusion on the first wheel speed of each wheel in the power domain, the second wheel speed of each wheel in the chassis domain, and the third wheel speed of each wheel directly connected to the central controller itself to obtain the current wheel speed of each wheel, and then performs inertial information fusion on the first six-degree-of-freedom inertial information of the vehicle in the power domain and the second six-degree-of-freedom inertial information of the vehicle directly connected to the central controller itself to obtain the current six-degree-of-freedom inertial information of the vehicle. Then, the current vehicle speed can be obtained based on the current wheel speed of each wheel, the current six-degree-of-freedom inertial information, the rotation angle of the steering wheel in the chassis domain, and the first vehicle speed in the intelligent driving domain.

[0143] Illustratively, the central controller 10 may first verify the third wheel speed of each wheel and the second wheel speed of each wheel in the chassis domain to obtain the fourth wheel speed of each wheel, and then verify the fourth wheel speed of each wheel and the first wheel speed of each wheel in the power domain to obtain the current wheel speed of each wheel.

[0144] Taking one of the wheels as an example, when wheel speed fusion is performed, the central controller 10 first verifies the third wheel speed of the wheel and the second wheel speed of the wheel. If the third wheel speed and the second wheel speed are both normal (within a valid and normal range) and the difference between them is within a first predetermined threshold range, the central controller 10 obtains the fourth wheel speed by taking the average value of the third wheel speed and the second wheel speed. If the third wheel speed and the second wheel speed are both normal and the difference between them is not within the first predetermined threshold range, the third wheel speed is used as the reference; that is, if the fourth wheel speed is equal to the third wheel speed and only one of the third wheel speed and the second wheel speed is normal, the normal wheel speed is used as the fourth wheel speed. Next, the central controller 10 verifies the fourth wheel speed and the first wheel speed of the wheel. If the fourth wheel speed and the first wheel speed are both normal and the difference between them is within a first predetermined threshold range, it takes the average value of the fourth wheel speed and the first wheel speed to obtain the current wheel speed. If the fourth wheel speed and the first wheel speed are both normal and the difference between them is not within the first predetermined threshold range, it takes the fourth wheel speed as the reference; that is, if the current wheel speed is equal to the fourth wheel speed and only one of the fourth wheel speed and the first wheel speed is normal, it takes the normal wheel speed as the current wheel speed.

[0145] The process for determining the current wheel speed of each of the other wheels is the same as that described above and will not be described in detail here. The current wheel speed may be determined by first verifying the first and second wheel speeds and then verifying the third wheel speed, or by first verifying the first and third wheel speeds and then verifying the second wheel speed, or by simultaneously verifying the first, second, and third wheel speeds. In practical applications, one of these methods may be selected to determine the current wheel speed based on the data transmission delay. For example, considering the transmission delay of the first wheel speed, the third and second wheel speeds may be verified first, and then the first wheel speed may be verified, thereby eliminating the delay due to the transmission path of the first wheel speed and obtaining a wheel speed that is both real-time and accurate.

[0146] The central controller 10 can also perform inertial information fusion on the first six-degree-of-freedom inertial information of the vehicle in the chassis domain and the second six-degree-of-freedom inertial information of the vehicle directly connected to the central controller itself to obtain the current six-degree-of-freedom inertial information, which may be performed before determining the current wheel speed of each wheel.

[0147] For example, when performing inertial information fusion, the central controller 10 verifies the first six-degree-of-freedom inertial information and the second six-degree-of-freedom inertial information. If the first six-degree-of-freedom inertial information and the second six-degree-of-freedom inertial information are both normal (valid and within a normal range) and the difference between them is within a second predetermined threshold range, the central controller 10 obtains the average value of the first six-degree-of-freedom inertial information and the second six-degree-of-freedom inertial information to obtain the current six-degree-of-freedom inertial information. If the first six-degree-of-freedom inertial information and the second six-degree-of-freedom inertial information are both normal and the difference between them is not within the second predetermined threshold range, the second six-degree-of-freedom inertial information is used as the reference. That is, if the current six-degree-of-freedom inertial information is equal to the second six-degree-of-freedom inertial information and only one of the first six-degree-of-freedom inertial information and the second six-degree-of-freedom inertial information is normal, the normal six-degree-of-freedom inertial information is used as the current six-degree-of-freedom inertial information. In addition, before fusing the first six-degree-of-freedom inertial information and the second six-degree-of-freedom inertial information, the current six-degree-of-freedom inertial information based on the center of gravity of the vehicle can be obtained by first performing an appropriate coordinate transformation.

[0148] Finally, the central controller 10 obtains the current vehicle speed according to the current wheel speed of each wheel, the current six-degree-of-freedom inertial information, the rotation angle of the steering wheel in the chassis domain and the first vehicle speed in the intelligent driving domain.

[0149] For example, the central controller 10 can first combine the current wheel speed of each wheel, the current six-degree-of-freedom inertial information, and the rotation angle of the steering wheel in the chassis domain to obtain the second vehicle speed, and then weight the second vehicle speed and the first vehicle speed in the intelligent driving domain to obtain a weighted vehicle speed. Based on the weighted vehicle speed, the central controller 10 can estimate and obtain the current vehicle speed of the vehicle using a Kalman filtering method.

[0150] In some embodiments, the central controller 10 converts the current wheel speed of each wheel into an initial center-of-gravity vehicle speed based on the center of gravity of the vehicle based on the current six-degree-of-freedom inertial information and the rotation angle of the steering wheel, respectively, to obtain an average center-of-gravity vehicle speed value, determines the motion state of each wheel based on the first vehicle speed and the current wheel speed of each wheel, weights the average center-of-gravity vehicle speed and the first vehicle speed based on the motion state of each wheel to obtain a weighted vehicle speed, and determines the current vehicle speed based on the weighted vehicle speed, the current six-degree-of-freedom inertial information, and the motion state of each wheel.

[0151] Specifically, there are various ways to determine the current vehicle speed. For example, the central controller 10 first calculates the lateral acceleration, longitudinal acceleration, and yaw rate of the vehicle based on the vehicle's geometric parameters and the current six-degree-of-freedom inertia information, then converts the current wheel speed of each wheel into an initial center-of-gravity vehicle speed based on the vehicle's wheelbase, wheelbase, steering wheel rotation angle (if the steering wheel is a front wheel, that is, the wheel rotation angle of the front wheel) and yaw rate, and calculates the average value of the initial center-of-gravity vehicle speeds to obtain the center-of-gravity vehicle speed average value. Next, it determines whether each wheel is slipping or sliding based on the relationship between the first vehicle speed and the current wheel speed of each wheel. For example, when the vehicle is braking, if the first vehicle speed is higher than the current wheel speed of a wheel (an appropriate error range may be added), the wheel is in a slipping state. When the vehicle is driven, if the first vehicle speed is smaller than the current wheel speed of the wheel (an appropriate error range may be added), it is determined that the wheel is in a slip state; next, based on the slip or slide judgment result of each wheel, the center-of-gravity vehicle speed average value and the first vehicle speed are weighted to obtain a weighted vehicle speed, for example, the more serious the slip and slide state is, the higher the weight of the first vehicle speed is; finally, based on the weighted vehicle speed, the current six-degree-of-freedom inertia information and the motion state of each wheel, the current vehicle speed is determined, for example, the weighted vehicle speed is the measured value, the current vehicle speed is the estimated value, the longitudinal acceleration (obtained based on the current six-degree-of-freedom inertia information) is the controlled variable, and the noise is the calibration variable; an observation matrix is ​​obtained using the output matrix of the slip state of each wheel, and the current vehicle speed is obtained by performing Kalman filtering.

[0152] In the above embodiment, the central controller uses the rotation change information of the power domain, the wheel speed information and six-degree-of-freedom inertial information of the chassis domain, as well as the high-precision positioning signal of the intelligent driving domain and the six-degree-of-freedom inertial information built into the central controller to fuse them together, and estimate the vehicle speed using the Kalman filtering algorithm, thereby being able to more accurately identify the current vehicle speed, which is beneficial to accurate control of the vehicle.

[0153] In some embodiments, the vehicle state data includes the actual vehicle mass, and the central controller 10 combines the first wheel speed of each wheel, the second wheel speed of each wheel, and the third wheel speed of each wheel of the vehicle parts directly connected to the central controller 10 to obtain a current wheel speed of each wheel, combines the first six-degree-of-freedom inertial information and the second six-degree-of-freedom inertial information of the vehicle parts directly connected to the central controller 10 to obtain the current six-degree-of-freedom inertial information, and determines the actual vehicle mass based on the current wheel speed of each wheel, the current six-degree-of-freedom inertial information, the steering wheel rotation angle, the driving torque of each wheel, and the braking torque of each wheel.

[0154] Specifically, the central controller 10 can obtain the current wheel speed and current six-degree-of-freedom inertia information of each wheel according to the above-mentioned method, and the details are given in the above-mentioned description, and the description is omitted here. Then, the current wheel speed and current six-degree-of-freedom inertia information of each wheel, The actual vehicle mass is obtained by estimating the vehicle mass using the recursive least squares method based on the steering wheel rotation angle in the chassis domain, the driving torque of each wheel in the power domain, and the braking torque of each wheel in the chassis domain. There are various ways to obtain the actual vehicle mass. For example, as can be seen from Newton's second law F=ma, when the force F and acceleration a are obtained, the initial vehicle mass m can be calculated. F may be calculated based on the driving torque of each wheel and the braking torque of each wheel, and a may be calculated based on the current six-degree-of-freedom inertia information, the steering wheel rotation angle, and the current wheel speed. For example, the vehicle's longitudinal acceleration a1 is determined based on the current six-degree-of-freedom inertia information, a1 is corrected using the steering wheel rotation angle, and acceleration a2 is calculated by differentiating it using the current wheel speed. Finally, the corrected longitudinal acceleration a1 and acceleration a2 are weighted to obtain a. Finally, m is calculated based on Newton's second law and the calculated m is corrected using the recursive least squares method, thereby finally obtaining the actual vehicle mass.

[0155] In the above embodiment, the central controller can more accurately identify vehicle state data, such as actual vehicle mass, by fusing information from the power domain, chassis domain, and intelligent driving domain, which is advantageous for controlling the vehicle.

[0156] In some embodiments, the first data includes a first wheel speed of each wheel and a driving torque of each wheel, the second data includes a second wheel speed of each wheel, a braking torque of each wheel, a first six-degree-of-freedom inertial information and a rotation angle of the steering wheel, and the third data includes a first vehicle speed and ground image information, and the central controller 10 performs fusion based on the first wheel speed of each wheel, the driving torque of each wheel, the second wheel speed of each wheel, the braking torque of each wheel, the first six-degree-of-freedom inertial information, the rotation angle of the steering wheel, the first vehicle speed and the ground image information to obtain ground state data.

[0157] Specifically, the first functional domain 21 is a power domain, and the corresponding first data may include the first wheel speed and driving torque of each wheel; the second functional domain 22 is a chassis domain, and the corresponding second data may include the second wheel speed, braking torque, first six-degree-of-freedom inertial information, and the rotation angle of the steering wheel; and the third functional domain 23 is an intelligent driving domain, and the corresponding third data may include the first vehicle speed and ground image information. The central controller 10 can perform fusion to obtain ground state data based on the first wheel speed and driving torque of each wheel from the power domain, the second wheel speed, braking torque, first six-degree-of-freedom inertial information, and the rotation angle of the steering wheel from the chassis domain, and the first vehicle speed and ground image information from the intelligent driving domain.

[0158] In some embodiments, the ground condition data includes an actual ground type, and the central controller 10 performs feature extraction on the ground image information to obtain ground feature information, and matches the ground feature information with predetermined feature information to obtain the actual ground type, and the predetermined feature information and the ground type have a corresponding relationship.

[0159] Specifically, the central controller 10 can be preset with a feature information base in which predetermined feature information and ground types corresponding to the predetermined feature information are stored, and the ground types may include ordinary ground types such as concrete ground and cement ground, and special ground types such as sand, snow, and grass.

[0160] Illustratively, the central controller 10 can first pre-process (for example, denoise, enhance, etc.) the ground image information of the intelligent driving domain, extract ground feature information from the pre-processed ground image information, and then match the extracted ground feature information with the predetermined feature information in the feature information base, and determine whether the ground feature information matches the predetermined feature information. When matching, the ground type corresponding to the predetermined feature information is taken as the actual ground type, and if the ground feature information does not match the predetermined feature information, the ground type corresponding to the closest predetermined feature information can be selected as the actual ground type.

[0161] In practical applications, the actual ground type can also be obtained by classification using a neural network model. For example, an initial neural network model can be determined first, and then the initial neural network model can be trained based on ground sample images to obtain a trained neural network model. The central controller 10 extracts ground feature information from ground image information, and then inputs the extracted ground feature information into the trained neural network model to perform ground type classification using the neural network model to obtain the actual ground type.

[0162] In the above embodiment, by using visual information to identify the actual ground type, a preview control of the vehicle can be realized and the control performance of the vehicle can be improved; and based on the actual ground type, the vehicle can automatically switch the corresponding control mode, thereby improving the performance and reducing the driver's operation.

[0163] In some embodiments, the ground condition data includes actual ground adhesion information for each wheel, and the central controller 10 determines first ground adhesion information based on the actual ground type, determines second ground adhesion information for each wheel based on the first wheel speed for each wheel, the second wheel speed for each wheel, the first six-degree-of-freedom inertial information, the steering wheel rotation angle, the first vehicle speed, the drive torque for each wheel, and the brake torque for each wheel, and determines actual ground adhesion information for each wheel based on the first ground adhesion information and the second ground adhesion information for each wheel.

[0164] Specifically, the central controller 10 can determine first ground adhesion information from a visual perspective, where the first ground adhesion information can be the first ground adhesion information of the vehicle or the first ground adhesion information of each wheel, and can determine second ground adhesion information from a dynamic perspective, where the second ground adhesion information can be the second ground adhesion information of each wheel, and then perform adhesion information fusion on the first ground adhesion information and the second ground adhesion information to obtain the actual ground adhesion information of each wheel.

[0165] For example, the first ground contact information may be determined based on the actual ground type, and the specific determination method may vary. For example, the first ground contact information of the vehicle may be determined using a table lookup method or the like based on the actual ground type corresponding to the vehicle, or the first ground contact information of each wheel may be determined using a table lookup method or the like based on the actual ground type corresponding to each wheel.

[0166] When determining the second ground adhesion information, the first wheel speed and driving torque of each wheel in the power domain, the second wheel speed of each wheel in the chassis domain, the brake torque, the first six-degree-of-freedom inertia information and the rotation angle of the steering wheel (if the steering wheel is a front wheel, it is the wheel rotation angle of the front wheel), and the first vehicle speed in the intelligent driving domain can be combined to determine the second ground adhesion information of each wheel.

[0167] When determining the actual ground contact information of each wheel, the first ground contact information of the vehicle and the second ground contact information of each wheel can be combined, or the first ground contact information and the second ground contact information of each wheel can be combined to obtain the actual ground contact information of each wheel.

[0168] In some embodiments, the central controller 10 determines the first ground adhesion information based on the actual ground type and the mapping relationship between the predetermined ground type and the ground adhesion information.

[0169] Specifically, a mapping relationship table between ground types and ground adhesion information can be preset in the central controller 10, and when the central controller 10 obtains the actual ground type in the above-mentioned manner, it can search the mapping relationship table based on the actual ground type to obtain corresponding ground adhesion information as the first ground adhesion information.

[0170] In some embodiments, the central controller 10 combines the first six-degree-of-freedom inertial information and the second six-degree-of-freedom inertial information of the vehicle parts directly connected to the central controller 10 to obtain current six-degree-of-freedom inertial information; combines the first wheel speed of each wheel, the second wheel speed of each wheel, and the third wheel speed of each wheel of the vehicle parts directly connected to the central controller 10 to obtain a current wheel speed of each wheel; determines a current vehicle speed based on the current wheel speed of each wheel, the current six-degree-of-freedom inertial information, the steering wheel rotation angle, and the first vehicle speed; determines a dynamic load of each wheel based on the current six-degree-of-freedom inertial information, the steering wheel rotation angle, and the actual vehicle mass; determines a longitudinal force of each wheel based on the driving torque of each wheel and the braking torque of each wheel; determines a slip ratio of each wheel based on the current wheel speed of each wheel and the current vehicle speed; and determines second ground adhesion information of each wheel based on the longitudinal force, slip ratio, and dynamic load of each wheel.

[0171] Specifically, the central controller 10 can determine the current six-degree-of-freedom inertial information of the vehicle, the current wheel speed of each wheel, the current vehicle speed, and the actual vehicle mass through the above-mentioned method (for details, please refer to the above and the description will be omitted here). Next, the central controller 10 estimates and obtains the dynamic load of each wheel based on the current six-degree-of-freedom inertial information, the steering wheel rotation angle, the vehicle geometric parameters, and the actual vehicle mass, estimates and obtains the longitudinal force of each wheel based on the driving torque of each wheel in the power domain and the braking torque of each wheel in the chassis domain, and estimates and obtains the slip ratio of each wheel based on the current wheel speed of each wheel and the current vehicle speed.

[0172] There are various ways to estimate the dynamic load of each wheel. For example, the vertical acceleration of each wheel can be calculated based on the current six-degree-of-freedom inertial information, the rotation angle of the steering wheel, and the geometric parameters of the vehicle. For example, the current six-degree-of-freedom inertial information may include the longitudinal acceleration, lateral acceleration, and vertical acceleration of the vehicle, and the geometric parameters of the vehicle may include the wheelbase and axle distance of the vehicle. The vertical acceleration of each wheel can be calculated through a certain conversion relationship based on the current six-degree-of-freedom inertial information, the rotation angle of the steering wheel, and the geometric parameters of the vehicle. The static load of each wheel can be calculated based on the rotation angle of the steering wheel, the geometric parameters of the vehicle, and the actual vehicle mass. The dynamic load of each wheel can be obtained by searching a mapping relationship table between dynamic load-vertical acceleration-static load based on the vertical acceleration and static load of each wheel.

[0173] There are various methods for estimating the longitudinal force of each wheel. For example, the longitudinal force of each wheel can be obtained by obtaining the torque difference between the driving torque and braking torque of each wheel.

[0174] There are various methods for estimating the slip ratio of each wheel, and for example, the slip ratio of each wheel can be calculated based on the formula: slip ratio = (current vehicle speed - current wheel speed) / current vehicle speed.

[0175] Finally, the second ground contact information of each wheel is estimated and obtained based on the longitudinal force, slip ratio and dynamic load of each wheel. The specific calculation method can be varied. For example, the second ground contact information is obtained by first obtaining the ratio between the longitudinal force and the dynamic load, and then searching a mapping relationship table between the predetermined ground contact information and the slip ratio based on the slip ratio. Finally, the second ground contact information is corrected based on the ground contact correction information, thereby obtaining the final second ground contact information.

[0176] In some embodiments, the central controller 10 determines the motion state of each wheel based on the current vehicle speed and the current wheel speed of each wheel, and weights the first ground adhesion information and the second ground adhesion information of each wheel based on the motion state of each wheel to obtain the actual ground adhesion information of each wheel.

[0177] Specifically, the central controller 10 can determine the current vehicle speed of the vehicle and the current wheel speed of each wheel through the above-mentioned method. For details, please refer to the above and the description will be omitted here. Next, the central controller 10 determines the motion state of each wheel based on the current vehicle speed and the current wheel speed of each wheel. The motion state may include a sliding state, a slipping state, and a sliding state. The sliding state refers to a state in which the vehicle continues to run by the kinetic energy (inertia force) of the vehicle itself or the potential energy caused by descending a slope during the running process. The slipping state refers to a state in which the vehicle speed of the vehicle becomes lower than the wheel speed during the braking process. The slip state refers to a state in which the wheel speed of the vehicle is greater than the vehicle speed during acceleration. For example, when the vehicle is braking, if the current vehicle speed is greater than the current wheel speed of the wheel (an appropriate error range may be added), it is determined that the wheel is in a slip state. When the vehicle is driving, if the current vehicle speed is less than the current wheel speed of the wheel (an appropriate error range may be added), it is determined that the wheel is in a slip state. Finally, the first ground adhesion information and the second ground adhesion information of each wheel are weighted based on the motion state of each wheel to obtain the actual ground adhesion information of each wheel.

[0178] In some embodiments, the central controller 10 determines that the actual ground adhesion information is the first ground adhesion information when the motion state is a sliding state, and determines that the actual ground adhesion information is the second ground adhesion information when the motion state is a slipping state or a sliding state.

[0179] Specifically, when the vehicle is sliding, the accuracy of the second ground adhesion information identified based on the dynamics information is low, so in this case the first ground adhesion information identified based on the visual information is used as the actual ground adhesion information; when the vehicle is slipping or sliding, the reference value of the first ground adhesion information identified based on the visual information is low, so in this case the second ground adhesion coefficient identified based on the dynamics information is used as the actual ground adhesion information; and when the vehicle is running normally, i.e., the accelerator pedal or brake pedal is depressed and the vehicle is not locked, the first ground adhesion information and the second ground adhesion information are weighted to obtain the actual ground adhesion information.

[0180] In the above embodiment, the actual ground contact information is identified by combining visual information and dynamic information, and the ground contact information can be estimated from the visual information before being estimated from the dynamic information, thereby obtaining the actual ground contact information with high accuracy and in real time, and improving the control performance of the vehicle.

[0181] In some embodiments, the central controller 10 further generates a new ground type corresponding to the ground feature information when the matching degree between the ground feature information and each predetermined feature information is less than a predetermined matching degree, and updates the mapping relationship between the ground type and the ground adhesion information based on the ground feature information, the new ground type, and the second ground adhesion information of each wheel.

[0182] Specifically, when identifying the actual ground type in combination with the ground feature information, if the ground feature information does not match with each predetermined feature information in the feature information base, i.e., if the matching degree is smaller than the predetermined matching degree, the central controller 10 selects the ground type corresponding to the closest predetermined feature information as the actual ground type, and adds a new ground type to the feature information base. The central controller 10 can add a new ground type and store the new ground type in correspondence with the current ground characteristic information. The central controller 10 can also update the mapping relationship between ground types and ground adhesion information based on the new ground type and the current second ground adhesion information of each wheel. For example, if the ground adhesion information in the mapping relationship table is the ground adhesion information of the vehicle, the central controller 10 can use the average value of the second ground adhesion information of each wheel as the ground adhesion information corresponding to the new ground type. Alternatively, if the ground adhesion information in the mapping relationship table is the ground adhesion information of each wheel, the central controller 10 can use the second ground adhesion information of each wheel as the ground adhesion information corresponding to the new ground type. In this way, the self-learning algorithm is realized.

[0183] In some embodiments, the ground condition data includes actual ground profile information for each wheel, and the central controller 10 collects height information from the ground image information to obtain ground relief height information, and determines the actual ground profile information for each wheel based on the ground relief height information and the trajectory planning information for each wheel.

[0184] Specifically, the central controller 10 first pre-processes (e.g., denoising, enhancing, etc.) the ground image information of the intelligent driving domain, and then corrects the pre-processed ground image information based on the position of the on-board camera that acquired the ground image information to obtain more accurate vertical ground image information. Next, height information is collected from the vertical ground image information to obtain ground undulation height information, such as a contour topographic map. Finally, the ground undulation height information is processed based on the trajectory planning information of each wheel, for example, by cutting the contour topographic map to obtain actual ground profile information, such as an actual ground profile curve, for the predicted trajectory of each wheel. The trajectory planning information of each wheel may be predicted based on information such as the vehicle's current speed, the current six-degree-of-freedom inertial information, and the rotation angle of the steering wheel.

[0185] In the above embodiment, the central controller can more accurately identify ground condition data, such as the actual ground profile information of each wheel, by fusing information from the power domain, chassis domain, and intelligent driving domain, which is advantageous for controlling the vehicle.

[0186] In some embodiments, the third data includes a plurality of pieces of vehicle surrounding environment information, and the central controller 10 performs fusion based on the plurality of pieces of vehicle surrounding environment information to obtain the vehicle surrounding space data.

[0187] Specifically, the third functional domain 23 is an intelligent driving domain, and the corresponding third data may include multiple vehicle surrounding environment information, specifically, distance information, ground image information, position information, etc. after pre-processing, and the central controller 10 can obtain vehicle surrounding space data, such as vehicle surrounding obstacle data, road data, etc. based on the distance information, ground image information, position information, etc.

[0188] In some embodiments, the first functional domain 21 is a power domain, the second functional domain 22 is a chassis domain, and the third functional domain 23 is an intelligent driving domain, and the central controller 10 performs decision fusion on the first data, the second data, and the third data to obtain trajectory planning information.

[0189] Specifically, the central controller 10 can fuse and process the first data, second data, and third data from the power domain, chassis domain, and intelligent driving domain, and the decision-making fusion as described above mainly includes a primary path planning based on the surrounding environment information and a correction plan based on the motion execution ability estimated and obtained during control fusion, thereby obtaining more accurate trajectory planning information.

[0190] In some embodiments, the first data comprises drive capacity data for a drive assembly in the power domain. the first data includes data of the vehicle surroundings, the second data includes braking capacity data of the brake system and steering capacity data of the steering system in the chassis domain, and the third data includes a plurality of pieces of vehicle surrounding environment information; the central controller 10 performs fusion based on the plurality of pieces of vehicle surrounding environment information to obtain vehicle surrounding space data, and performs trajectory planning based on the vehicle surrounding space data to obtain trajectory planning information; and corrects the trajectory planning information based on the driving capacity data of the drive assembly, the braking capacity data of the brake system, and the steering capacity data of the steering system to obtain corrected trajectory planning information.

[0191] Specifically, the central controller 10 can first obtain vehicle surrounding space data according to the above-mentioned method, specifically, refer to the above and the description will be omitted here, and perform primary path planning for the vehicle based on the vehicle surrounding space data to obtain initial trajectory planning information, and then combine the driving capacity data of the multiple driving assemblies in the power domain, the braking capacity data of the braking system in the chassis domain, and the steering capacity data of the steering system in the chassis domain to determine execution boundary information for the vehicle, and correct the initial trajectory planning information according to the execution boundary information to obtain more accurate and closer to reality trajectory planning information for the vehicle.

[0192] In this way, in combination with the vehicle surrounding environment information and the vehicle control range, favorable trajectory planning information can be obtained to make favorable predictive control decisions, reduce hysteresis caused by feedback control, and improve vehicle performance.

[0193] In some embodiments, the first functional domain 21 is a power domain, and the vehicle components in the power domain include a drive assembly, which includes a motor controller and a plurality of drive motors that are provided in one-to-one correspondence with the wheels and independently drive the wheels, and the control information includes torque distribution information for at least each drive motor, and the central controller 10 sends the torque distribution information to the motor controller based on the vehicle driving scene.

[0194] Specifically, the multiple different functional domains include a power domain, which includes multiple drive motors that are provided in one-to-one correspondence with the wheels and independently drive the wheels, and a motor controller that controls the operation of the drive motors. The drive motors can provide forward torque or reverse torque, and the drive motors corresponding to each wheel can be independently controlled. That is, the power domain includes a four-motor power architecture, which can realize independent driving of each wheel based on the drive motors. For example, different wheels can be driven by torques of different directions or magnitudes, which can improve the flexibility and stability of vehicle control and is beneficial to meeting the demands for safer, more reliable, and more convenient driving control of the vehicle in special driving situations.

[0195] The central controller 10 further generates torque distribution information for each drive motor in the four-motor power architecture of the power domain based on the vehicle driving scenario, and then, based on the torque distribution information, the four-motor power architecture of the power domain can realize safer, more reliable, and more convenient driving control needs of the vehicle in driving scenarios of special operating conditions, such as, but not limited to, a flat tire scenario, a lift-off scenario, and an anti-skid scenario.

[0196] In this way, the vehicle system architecture design based on the independent drive of four motors can effectively improve the flexibility and stability of vehicle control, which is beneficial to satisfying the demand for safer, more reliable, and more convenient vehicle driving control in special driving scenarios. In addition, the electronics architecture in which the central controller is directly connected to the vehicle components in each functional domain allows the central controller to obtain various vehicle status information in the most rapid and comprehensive manner, providing powerful data support for motor control in the power domain. The data fusion between each functional domain and the four-motor power architecture can provide each motor with fast and highly accurate motor torque independently, thereby increasing the freedom and capability of vehicle control and improving vehicle control safety. In addition, the electronics architecture, in which the central controller is directly connected to the vehicle components of each functional domain, combined with the four-motor power architecture, improves communication real-timeness and communication safety (redundant safety) through the electronics architecture, providing a basis for information fusion, decision-making, execution, and redundancy. The addition of the four-motor power architecture provides four additional rotation change information and torque information corresponding to each wheel, and allows the torque of each wheel to be controlled independently, providing the potential for expanded sensing and execution. The rotation change provides more real-time and accurate wheel rotation speed, and the real-time feedback of the torque information of each wheel provides a more accurate reference for calculating the relationship between the wheel and the ground. The fast motor torque response characteristic provides the potential for fast and accurate control. The combination of the traditional domains with the electronics architecture and the four-motor power architecture achieves fast and accurate identification of information, fast decision-making (all decisions are made by the central controller, not leveled), and fast, accurate, and stable execution, ultimately building extreme vehicle safety.

[0197] In some embodiments, the torque distribution information includes at least a target torque for each drive motor, and the target torque includes positive and negative torque and torque magnitude.

[0198] Specifically, the central controller 10 can generate a target torque for each drive motor in the four-motor power architecture of the power domain based on the vehicle driving scenario, where the target torque can be a forward torque or a negative torque, and the torque magnitude and torque direction of each drive motor can be the same or different. Furthermore, by differentially controlling the corresponding drive motor through the motor controller based on the target torque of each drive motor, the flexibility and stability of vehicle control can be effectively improved, which is beneficial to meeting the needs of safer, more reliable and convenient driving control of the vehicle in driving scenarios with special operating conditions.

[0199] In some embodiments, the central controller 10 further obtains a total demand torque of each drive motor based on a vehicle driving scene, and allocates the total demand torque based on vehicle state information of the vehicle in the current driving scene to obtain a target torque of each drive motor.

[0200] Specifically, during the vehicle driving process, there may be one or more special driving scenarios, including, but not limited to, a flat tire scenario, a lift-off scenario, and an anti-skid scenario. The central controller 10 generates vehicle-related control information based on actual driving demands during the vehicle driving process, and controls the vehicle's drive assembly, braking system, steering system, suspension system, etc., to ensure safe and stable driving of the vehicle. In this process, the central controller 10 identifies the above vehicle driving scenarios based on vehicle-related information obtained from multiple functional domains, and corrects the torque of the power architecture of the four motors of the drive assembly for these vehicle driving scenarios, thereby achieving safe and stable driving in the special driving scenarios.

[0201] For example, the central controller 10 may determine a total demand torque for each drive motor based on actual driving demands, and then allocate the total demand torque based on vehicle state information in the actual driving scenario to obtain a target torque for each drive motor, including torque magnitude and torque direction. The vehicle state information may include, but is not limited to, the vehicle's current speed, current six-degree-of-freedom inertia information, steering wheel rotation angle, steering wheel rotation angle, longitudinal acceleration, current wheel speed of each wheel, wheel acceleration, tire pressure, driving torque, brake torque, etc.

[0202] Illustratively, vehicle driving scenarios include, but are not limited to, puncture scenarios, lift-off scenarios, and anti-skid scenarios. Taking a puncture scenario as an example, assuming that the current vehicle is traveling straight on a flat road at a constant speed, the central controller 10 can determine the total demand torque of each drive motor based on the driver's current driving demands. If the vehicle does not have a puncture, the central controller 10 can allocate the total demand torque using an average allocation method to obtain the target torque of each drive motor. If the vehicle has a puncture, the central controller 10 will not allocate the total demand torque using the average allocation method, but will reduce or not allocate torque to the drive motor corresponding to the puncture wheel, thereby avoiding vehicle instability and realizing safer, more reliable, and convenient driving control demands.

[0203] In some embodiments, the vehicle driving scene includes a vehicle puncture scene, and the central controller 10 obtains a target corrected reverse torque for each drive motor based on the vehicle puncture scene, and allocates the target corrected reverse torque based on vehicle state information in the vehicle puncture scene to obtain a target reverse torque for each drive motor.

[0204] Specifically, in related art, when a vehicle has a flat tire, the vehicle's rotation direction is determined based on the steering wheel rotation angle, yaw rate, and center-of-gravity slip angle, and vehicle stabilization control is performed using an ESP (Electronic Stability Program) brake or an ABS (Antilock Brake System) brake. However, EPS brakes or ABS brakes alone cannot cover excess yaw caused by a limit operating condition such as a flat tire, and stabilization control may be performed using the brake of the flat wheel, and vehicle stabilization control cannot be performed when the brake system fails. Based on this, in some embodiments of the present disclosure, when a vehicle has a flat tire, the control advantage of being able to independently drive the four-motor power architecture of the power domain is fully utilized to stabilize the vehicle and brake to decelerate it.

[0205] For example, when a vehicle has a flat tire, the central controller 10 obtains a target corrected reverse torque (i.e., a target corrected feedback torque) when the vehicle has a flat tire, and allocates the target corrected reverse torque based on vehicle state information in the vehicle flat tire scene, such as the punctured wheel, the current vehicle speed, the current yaw rate, the steering wheel rotation angle, etc., to obtain a target reverse torque for each drive motor. Based on the target reverse torque, the feedback braking characteristics of each drive motor can be used to stabilize the vehicle and brake to decelerate it.

[0206] In this way, after the vehicle has a flat tire, the control advantages of the four-motor power architecture being able to drive independently can be fully utilized, and a feedback brake control method can be used to stabilize the vehicle and brake to slow it down, thereby expanding the boundaries of flat tire brake control and improving the response speed and control accuracy compared to those of a hydraulic brake system.

[0207] In some embodiments, the central controller 10 determines a first corrective reverse torque based on the current vehicle speed, determines a second corrective reverse torque based on the difference between the target yaw rate and the current yaw rate, and determines a target corrective reverse torque based on the first corrective reverse torque and the second corrective reverse torque.

[0208] Specifically, the current vehicle speed may be obtained by combining the first wheel speed of each wheel in the power domain, the second wheel speed and the first six-degree-of-freedom inertial information of each wheel in the chassis domain, the third wheel speed and the second six-degree-of-freedom inertial information of each wheel of the vehicle components directly connected to the central controller 10, and the first vehicle speed in the intelligent driving domain, and the current The first vehicle speed may be used as the vehicle speed, but the current vehicle speed obtained by fusion is preferred because the accuracy of the current vehicle speed obtained by fusion is high. Similarly, the current yaw rate may be obtained from current six-degree-of-freedom inertial information obtained by fusing the first six-degree-of-freedom inertial information of the chassis domain and the second six-degree-of-freedom inertial information of the vehicle components directly connected to the central controller 10. The current yaw rate may be obtained from the first six-degree-of-freedom inertial information or the second six-degree-of-freedom inertial information, but the accuracy of the current six-degree-of-freedom inertial information is higher, so it is preferred to obtain the current six-degree-of-freedom inertial information.

[0209] When the vehicle has a flat tire, the central controller 10 can obtain the wheel rotation angle of the front wheels by searching a steering wheel-front wheel rotation angle relationship table based on the steering wheel rotation angle, which may be obtained in advance through calibration, and calculate the target yaw rate based on the wheel rotation angle of the front wheels and the current vehicle speed using the following formula:

number

[0210] where γ ss is the target yaw rate, δ is the wheel rotation angle of the front wheels, and V xis the current vehicle speed, L is the vehicle's front-to-rear wheelbase, m is the actual vehicle mass, and l f is the distance from the center of gravity of the vehicle to the front axle, and l r is the distance from the center of gravity of the vehicle to the rear axle, and C f is the cornering stiffness of the front wheels, and C r is the cornering stiffness of the rear wheels. Note that since the denominator in this formula includes the current vehicle speed, it is necessary to perform processing to prevent division by zero.

[0211] The central controller 10 searches a pre-calibrated vehicle speed-basic reverse correction torque relationship table based on the current vehicle speed to obtain a basic corrective reverse torque, i.e., a first corrective reverse torque, required to correct vehicle instability at the current vehicle speed as feedforward control; and performs PID (Proportional Integral Derivative) adjustment on the difference between the current yaw rate of the vehicle and the target yaw rate to obtain a PID corrective reverse torque, i.e., a second corrective reverse torque, required to adjust the vehicle to reach the target yaw rate as feedback control. Finally, the central controller 10 calculates a weighted value of the first corrective reverse torque and the second corrective reverse torque, for example, a sum of the two, to obtain the target corrective reverse torque.

[0212] In this way, a closed control loop of feedforward and feedback is used to counteract the excess yaw caused by the vehicle's puncture, stabilizing the vehicle and braking to slow it down.

[0213] In some embodiments, the central controller 10 further determines a reverse torque distribution coefficient for each drive motor based on the vehicle steering state and vehicle state information, and determines a target reverse torque for each drive motor based on the reverse torque distribution coefficient and the target corrected reverse torque.

[0214] Specifically, the vehicle steering state includes an understeer state, an oversteer state, and a neutral state, and can be determined based on the yaw rate difference between the current yaw rate and the target yaw rate. If the absolute value of the yaw rate difference is smaller than a predetermined threshold, the vehicle is considered to be currently in a neutral state. If the current yaw rate and the target yaw rate have the same sign, the yaw rate difference is smaller than zero, and the absolute value of the yaw rate difference is greater than a predetermined threshold, the vehicle is considered to be currently in an oversteer state; conversely, the vehicle is considered to be currently in an understeer state.

[0215] The central controller 10 determines a reverse torque distribution coefficient of the drive motor corresponding to each wheel based on the vehicle steering state and the punctured wheel, and distributes the target corrected reverse torque based on the reverse torque distribution coefficient to obtain the target reverse torque of the drive motor corresponding to each wheel.

[0216] In some embodiments, the central controller 10 determines that when the vehicle steering state is an understeer state, the reverse torque distribution coefficient of the drive motor corresponding to the punctured wheel is zero, the reverse torque distribution coefficient of the drive motor corresponding to the normal wheel is greater than zero, and the reverse torque distribution coefficient of the drive motor corresponding to the normal wheel on the same side as the punctured wheel is the highest; when the vehicle steering state is an oversteer state, the reverse torque distribution coefficient of the drive motor corresponding to the punctured wheel is zero, the reverse torque distribution coefficient of the drive motor corresponding to the normal wheel is greater than zero, and when the front wheel is punctured, the reverse torque distribution coefficient of the drive motor corresponding to the normal wheel coaxial with the punctured wheel is the highest; and when the rear wheel is punctured, the reverse torque distribution coefficient of the drive motor corresponding to the normal front wheel on the opposite side from the punctured wheel is the highest.

[0217] Specifically, if a front wheel has a flat tire and the vehicle is currently understeered, the reverse torque is not distributed to the punctured front wheel and the target corrected reverse torque is distributed to the other normal wheels, with a higher distribution ratio to the rear wheels on the same side as the front wheels; if the vehicle is currently oversteered, the reverse torque is not distributed to the punctured front wheel and the target corrected reverse torque is distributed to the other normal wheels, with a higher distribution ratio to the other front wheels on the same axis as the front wheels; if a rear wheel has a flat tire and the vehicle is currently understeered, the reverse torque is not distributed to the punctured rear wheel and the target corrected reverse torque is distributed to the other normal wheels, with a higher distribution ratio to the front wheels on the same side as the rear wheels; if the vehicle is currently oversteered, the reverse torque is not distributed to the punctured rear wheel and the target corrected reverse torque is distributed to the other normal wheels, with a higher distribution ratio to the front wheels on the opposite side to the rear wheels.

[0218] Taking the left front wheel as an example, if the left front wheel has a flat tire and the vehicle is currently in an understeer state, the target corrected reverse torque is distributed to the other three wheels, with a higher distribution ratio to the left rear wheel, and if the vehicle is currently in an oversteer state, the target corrected reverse torque is distributed to the other three wheels, with a higher distribution ratio to the right front wheel.

[0219] If the vehicle is currently in neutral, the reverse torque is no longer distributed to the punctured wheel, and the target corrected reverse torque is distributed evenly to the other normal wheels.

[0220] After determining the reverse torque distribution coefficient of the drive motor corresponding to each wheel based on the vehicle steering state and the wheel with the puncture, the reverse torque distribution coefficient and the target corrected reverse torque can be multiplied to obtain the target reverse torque of the drive motor corresponding to each wheel. For example, the target reverse torque of the drive motor corresponding to the left front wheel = the target corrected reverse torque × the reverse torque distribution coefficient of the drive motor corresponding to the left front wheel, the target reverse torque of the drive motor corresponding to the right front wheel = the target corrected reverse torque × the reverse torque distribution coefficient of the drive motor corresponding to the right front wheel, and the target reverse torque of the drive motor corresponding to the left rear wheel = the target corrected reverse torque × the reverse torque distribution coefficient of the drive motor corresponding to the left rear wheel. and the target reverse torque of the drive motor corresponding to the right rear wheel = target corrected reverse torque × reverse torque distribution coefficient of the drive motor corresponding to the right rear wheel.

[0221] In some embodiments, the central controller 10 can further activate a corresponding torque distribution control module therein to perform the aforementioned torque distribution based on the target rotation direction of the vehicle and the vehicle puncture condition.

[0222] The target rotation direction of the vehicle may be determined based on the wheel rotation angle of the front wheels. For example, if -1 x predetermined wheel rotation angle threshold of the front wheels > wheel rotation angle of the front wheels, the target rotation direction is a left turn direction; if -1 x predetermined wheel rotation angle threshold of the front wheels ≦ wheel rotation angle of the front wheels ≦ predetermined wheel rotation angle threshold of the front wheels, the target rotation direction is a straight ahead direction; and if predetermined wheel rotation angle threshold of the front wheels < wheel rotation angle of the front wheels, the target rotation direction is a right turn direction.

[0223] The torque distribution control module may be a virtual module within the central controller 10, and may include a left-turn torque distribution control module, a straight-ahead torque distribution control module, and a right-turn torque distribution control module, and each module includes a left-turn torque distribution control sub-module and a right-turn torque distribution control sub-module, respectively.

[0224] The central controller 10 first selects a corresponding torque distribution control module based on the target rotation direction of the vehicle, and then further activates a torque distribution control sub-module in the selected torque distribution control module based on the vehicle puncture situation, so that torque distribution can be performed by the torque distribution control sub-module.

[0225] For example, if the target rotation direction is a left turn direction, a left turn torque distribution control module is selected; if the vehicle puncture condition is a left wheel puncture, a left turn torque distribution control submodule within the left turn torque distribution control module is activated; if the vehicle puncture condition is a right wheel puncture, a right turn torque distribution control submodule within the left turn torque distribution control module is activated. If the target rotation direction is a straight direction, a straight torque distribution control module is selected; if the vehicle puncture condition is a left wheel puncture, a left turn torque distribution control submodule within the straight torque distribution control module is activated; if the vehicle puncture condition is a right wheel puncture, a right turn torque distribution control submodule within the straight torque distribution control module is activated. If the target rotation direction is a right turn direction, a right turn torque distribution control module is selected; if the vehicle puncture condition is a left wheel puncture, a left turn torque distribution control submodule within the right turn torque distribution control module is activated; and if the vehicle puncture condition is a right wheel puncture, a right turn torque distribution control submodule within the right turn torque distribution control module is activated. Furthermore, the torque distribution is performed based on the activated torque distribution control sub-module.

[0226] In some embodiments, after obtaining the target reverse torque of the drive motor corresponding to each wheel, a limiting value process may be further performed on the target reverse torque. For example, if the target reverse torque is equal to or less than the smaller of the vehicle's current maximum reverse torque limit value and the correction torque limit value, the target reverse torque is set as the final target reverse torque; otherwise, the smaller of the two limit values ​​is set as the final target reverse torque. Furthermore, by performing a smoothing and vibration damping process on the target reverse torque after the limiting value process, the smoothness of the vehicle control process can be increased, vehicle vibration can be reduced, and the user's riding experience can be improved.

[0227] In some embodiments, the central controller 10 further obtains the total demand torque of each drive motor and determines a target torque for each drive motor based on the total demand torque and the target reverse torque of each drive motor.

[0228] Specifically, when a vehicle has a flat tire, the central controller 10 obtains the total demand torque of the drive motors corresponding to each wheel required for the vehicle to run, and calculates the target reverse torque of the drive motors corresponding to each wheel using the above-mentioned method based on the undesired yaw rate caused by the vehicle's flat tire, and then adds the two to obtain the target torque of the drive motor corresponding to each wheel.

[0229] There are various methods for obtaining the total demand torque of the drive motors corresponding to each wheel. For example, in the case where the left front wheel has a flat tire, the total demand torque of the left front wheel = vehicle demand torque × front / rear demand torque distribution coefficient, the total demand torque of the right front wheel = vehicle demand torque × front / rear demand torque distribution coefficient, the total demand torque of the left rear wheel = vehicle demand torque × (1 - front / rear demand torque distribution coefficient) × left / right demand torque distribution coefficient + reverse capacity limit torque, and the total demand torque of the right rear wheel = vehicle demand torque × (1 - front / rear demand torque distribution coefficient) × (1 - left / right demand torque distribution coefficient). Note that the front / rear demand torque distribution coefficient refers to the front and rear axle wheels of the vehicle, specifically the front axle demand torque distribution coefficient, and can be obtained by measuring in advance, while the left / right demand torque distribution coefficient refers to the left and right wheels of the vehicle, specifically the left demand torque distribution coefficient, and can be obtained by measuring in advance.

[0230] After calculating the total demand torque and the target reverse torque of the drive motor corresponding to each wheel, the two are added together to obtain the target torque of the drive motor corresponding to each wheel, and finally, the central controller 10 sends the calculated target torque of the drive motor corresponding to each wheel to the motor controller, and the motor controller controls the corresponding drive motor.

[0231] In the above embodiment, after a vehicle has a puncture, signals such as the vehicle's current yaw rate, steering wheel rotation angle, and current vehicle speed are used to determine the vehicle state, and a target corrective reverse torque is calculated to perform skew correction. Feedback brake torque is used to stabilize the vehicle and ensure braking and deceleration. This makes full use of the advantages of independent control of four motors, and a feedback brake control method is used to differentially adjust the torque of the unpunctured wheels, expanding the boundaries of puncture brake control and improving the response speed and control accuracy compared to those of a hydraulic brake system.

[0232] In some embodiments, the vehicle driving scene includes a vehicle lift-off scene, and when the vehicle is in a lift-off state, the central controller 10 uses a motion control algorithm to determine a pre-control torque and a torque correction amount for each wheel based on the target yaw rate, the current yaw rate, the pre-control target wheel speed of each wheel, and the current wheel speed, and determines a target torque for each drive motor based on the pre-control torque and the torque correction amount for each wheel.

[0233] Specifically, the control strategies for amphibious vehicles in the related art are generally divided into a normal driving mode and a wading driving mode, and the vehicle attitude cannot be controlled solely by torque control when in a floating state, so how to control the control accuracy and control response characteristics of a floating vehicle is an issue that needs to be resolved immediately. Based on this, in some embodiments of the present disclosure, when the vehicle is in a floating scenario, the control advantage of the four-motor power architecture being able to drive independently is fully utilized, and dual closed-loop control is performed on the vehicle, thereby realizing vehicle floating with high control accuracy and control response characteristics.

[0234] For the acquisition of the current yaw rate, please refer to the above. The current wheel speed may be acquired by fusing the first wheel speed of each wheel in the power domain, the second wheel speed of each wheel in the chassis domain, and the third wheel speed of each wheel of the vehicle components directly connected to the central controller 10. The first wheel speed, the second wheel speed, or the third wheel speed may be directly used as the current wheel speed. The current wheel speed acquired by fusing has high accuracy, so the current wheel speed acquired by fusing is preferred.

[0235] When the central controller 10 determines that the vehicle is in a levitation state, it first determines a target wheel speed correction amount for each wheel using a first motion control algorithm based on the target yaw rate and the current yaw rate of the vehicle, then determines a pre-control torque and torque correction amount for each wheel using a second motion control algorithm based on the pre-control target wheel speed, the current wheel speed, and the target wheel speed correction amount for each wheel, and finally determines a target torque for the drive motor corresponding to each wheel based on the pre-control torque and torque correction amount for each wheel.

[0236] In this way, in addition to the control advantage of the four motor power architecture being able to drive independently, a complete dual closed-loop control circuit is formed based on dual closed-loop control technology means of wheel speed closed-loop and yaw rate closed-loop, which is jointly composed of feedforward control and controller feedback control previously formed by control torque / wheel speed, which is composed of wheel speed and yaw rate, and has high control accuracy and control response characteristics.

[0237] The method for sequentially determining the target wheel speed correction amount, the predetermined control torque, and the torque correction amount for each wheel using different motion control methods can be implemented in various ways, and specifically depends on the current driving state of the vehicle. For example, in a deep water scene, a vehicle in a floating state can be divided into non-steered driving and steered driving, and non-steered driving specifically may include straight driving, gentle turning during straight driving, or skew correction. Taking into full consideration the characteristics of the four-motor power architecture, which has fast control feedback and can be controlled independently, some embodiments of the present disclosure propose different floating driving control policies for non-steered driving and steered driving.

[0238] In some embodiments, when the vehicle is in a lifted state and is not steering stationary, the central controller 10 determines a target wheel speed correction amount using a first motion control algorithm based on the target yaw rate and the current yaw rate, where the target yaw rate is determined based on the current vehicle speed and the steering wheel rotation angle, and the central controller 10 further determines a torque correction amount using a second motion control algorithm based on the target wheel speed correction amount, the pre-control target wheel speed and the current wheel speed, where the pre-control target wheel speed and the pre-control torque are determined based on accelerator information.

[0239] Specifically, the central controller 10 first determines a target yaw rate for the vehicle based on a predetermined steering wheel rotation angle-vehicle speed-target yaw rate relationship based on the steering wheel rotation angle and current vehicle speed. Next, a target wheel speed correction amount for each wheel is determined based on the target yaw rate and current yaw rate using a first motion control algorithm, such as a proportional integral (PI), proportional derivative (PD), or PID control algorithm. Furthermore, a predetermined control target wheel speed and predetermined control torque for each wheel are determined based on a predetermined accelerator-target wheel speed-motor predetermined control torque relationship based on the accelerator opening of the vehicle. Furthermore, a torque correction amount for each wheel is determined based on the predetermined control target wheel speed, current wheel speed, and target wheel speed correction amount for each wheel using a second motion control algorithm, such as a PI, PD, or PID control algorithm. Finally, a target torque for the drive motor corresponding to each wheel is determined based on the predetermined control torque and torque correction amount for each wheel.

[0240] As a specific example, as shown in FIG. 11, first, an accelerator-target wheel speed-motor pre-control torque curve is looked up based on the accelerator opening to obtain the pre-control target wheel speed and drive motor pre-control torque required for that accelerator opening, respectively. Also, a steering wheel rotation angle-vehicle speed-target yaw rate curve is looked up based on the steering wheel rotation angle and the current vehicle speed to obtain the target yaw rate required for steering under the current steering wheel rotation angle and current vehicle speed conditions. An adder is used to calculate the difference between the target yaw rate and the current yaw rate to obtain the yaw rate response deviation. Next, the yaw rate response deviation is calculated by the first controller. The output signal of the first controller is input to the input terminal of the first controller as an input signal of the controller. The first controller may be a PI controller, a PD controller, or a PID controller. The output signal of the first controller is used as a target wheel speed correction amount and is added to the control target wheel speed in advance by an adder to obtain the target wheel speed. The difference between the target wheel speed and the current wheel speed is calculated by an adder to obtain a wheel speed response deviation. The wheel speed response deviation is input to the input terminal of the second controller as an input signal of the second controller. The second controller here may be a PI controller, a PD controller, or a PID controller. The output signal of the second controller is used as a torque correction amount and is added to the control torque in advance by an adder to obtain the target torque of the drive motor corresponding to each wheel. After receiving the target torque signal of the drive motor, the motor controller controls the torque of the drive motor.

[0241] In this way, based on the dual closed-loop control technology means of the wheel speed closed-loop and the yaw rate closed-loop, a complete dual closed-loop control circuit is formed, which is jointly composed of feedforward control and controller feedback control, which are previously formed by the control torque / wheel speed, and which is composed of the wheel speed and the yaw rate, and has high control accuracy and control response characteristics.

[0242] In some embodiments, when the vehicle is in a lifted state and performs stationary steering in driver mode, the central controller 10 determines a target wheel speed correction amount using a first motion control algorithm based on the target yaw rate and the current yaw rate, where the target yaw rate is determined based on accelerator information and an initial target yaw rate; the central controller 10 further determines a torque correction amount using a second motion control algorithm based on the target wheel speed correction amount, the pre-control target wheel speed, and the current wheel speed, where the pre-control target wheel speed and the pre-control torque are determined based on the target yaw rate.

[0243] Specifically, stationary steering is further divided into stationary steering in driver mode and stationary steering in automatic mode. Stationary steering in driver mode refers to the driver directly controlling the steering wheel and accelerator to drive the vehicle and perform stationary steering. Stationary steering in automatic mode refers to the driver simply inputting the target turning direction and target turning angle, and the automatic driving system automatically controls the vehicle to perform stationary steering. In addition, different floating driving control policies are proposed for stationary steering in driver mode and stationary steering in automatic mode, respectively.

[0244] When the vehicle is in a levitation state and performs stationary steering in driver mode, the central controller 10 first determines a current target yaw rate of the vehicle based on the accelerator opening and initial target yaw rate in accordance with a predetermined accelerator-yaw rate increment relationship, then determines a target wheel speed correction amount for each wheel of the vehicle using a first motion control algorithm, such as a PI, PD, or PID control algorithm, based on the current target yaw rate and the current yaw rate, first determines a pre-control target wheel speed and pre-control torque for each wheel based on the predetermined target yaw rate-target wheel speed-motor pre-control torque relationship based on the target yaw rate of the vehicle, then determines a torque correction amount for each wheel using a second motion control algorithm, such as a PI, PD, or PID control algorithm, based on the pre-control target wheel speed, current wheel speed, and target wheel speed correction amount for each wheel, and finally determines a target torque for the drive motor corresponding to each wheel based on the pre-control torque and torque correction amount for each wheel.

[0245] As a specific example, as shown in Figure 12, first, an accelerator-yaw rate increase curve is looked up based on the accelerator opening to obtain the yaw rate increase at that accelerator opening, and then the yaw rate increase and the initial target yaw rate are added together by an adder to obtain the total target yaw rate. The purpose of setting the initial target yaw rate is to obtain the total target yaw rate when the driver does not press the accelerator. , the vehicle can also have an initial default rotation speed.

[0246] Based on the total target yaw rate, a target yaw rate-target wheel speed-motor pre-control torque curve is looked up to obtain the pre-control target wheel speeds and pre-control torques of the drive motors required for the target yaw rate. An adder is used to calculate the difference between the total target yaw rate and the current yaw rate to obtain a yaw rate response deviation. The yaw rate response deviation is then input to the input terminal of the third controller as an input signal of the third controller. The third controller may be a PI controller, a PD controller, or a PID controller. The output signal of the third controller is added to the pre-control target wheel speed as a target wheel speed correction amount using an adder to obtain the target wheel speed. The difference between the target wheel speed and the current wheel speed is calculated using an adder to obtain a wheel speed response deviation. The wheel speed response deviation is then input to the input terminal of the fourth controller as an input signal of the fourth controller. The fourth controller may be a PI controller, a PD controller, or a PID controller. The output signal of the fourth controller is added to the pre-control torque as a torque correction amount using an adder to obtain the target torque of the drive motor corresponding to each wheel. The motor controller receives the target torque signal of the drive motor and then controls the torque of the drive motor.

[0247] In this way, based on the dual closed-loop control technology means of the wheel speed closed-loop and the yaw rate closed-loop, a complete dual closed-loop control circuit is formed, which is jointly composed of feedforward control and controller feedback control, which are previously formed by the control torque / wheel speed, and which is composed of the wheel speed and the yaw rate, and has high control accuracy and control response characteristics.

[0248] In some embodiments, when the vehicle is in a levitation state and performs stationary steering in automatic mode, the central controller 10 determines a target wheel speed correction amount using a first motion control algorithm based on the target rotation angle of the vehicle, the target yaw rate, and the current yaw rate, and determines a torque correction amount using a second motion control algorithm based on the target wheel speed correction amount, the pre-control target wheel speed, and the current wheel speed, and the pre-control target wheel speed and the pre-control torque are determined based on the target yaw rate.

[0249] Specifically, when the vehicle is in a levitation state and performs stationary steering in automatic mode, the central controller 10 determines a target wheel speed correction amount for each wheel using a first motion control algorithm, such as a PI, PD, or PID control algorithm, based on the vehicle's target yaw rate, current yaw rate, and target rotation angle. The target rotation angle is a target rotation angle parameter input in automatic mode and may be a left or right turn angle, specifically reflected in the target rotation angle. Furthermore, based on the vehicle's target yaw rate, the central controller 10 determines a pre-control target wheel speed and pre-control torque for each wheel according to a predetermined target yaw rate-target wheel speed-motor pre-control torque relationship. Next, based on the pre-control target wheel speed, wheel speed, and target wheel speed correction amount for each wheel, the central controller 10 determines a torque correction amount for each wheel using a second motion control algorithm, such as a PI, PD, or PID control algorithm. Finally, the central controller 10 determines a target torque for the drive motor corresponding to each wheel based on the pre-control torque and torque correction amount for each wheel.

[0250] As a specific example, when the vehicle is in automatic mode and stationary steering control, the control target is to rotate the vehicle by the received input target rotation angle according to a predetermined rotation angular velocity. If the difference between the actual rotation angular velocity and the predetermined rotation angular velocity is large, correction control is performed using a speed control method based on a rotation angular velocity closed loop. If the actual rotation angular velocity is relatively close to the target rotation angular velocity, correction control is performed using a position control method based on a rotation angular velocity closed loop.

[0251] As shown in FIG. 13, first, based on a predetermined target yaw rate, the target yaw rate minus the target The wheel speed-motor pre-control torque curve is looked up to obtain the pre-control target wheel speed and drive motor pre-control torque required for the rotation speed. Meanwhile, the difference between the target yaw rate and the current yaw rate is calculated using an adder to obtain a yaw rate response deviation. The yaw rate response deviation is then input to the input terminal of the fifth controller as an input signal for the fifth controller. The fifth controller may be a PI controller, a PD controller, or a PID controller. Meanwhile, the actual yaw angle is obtained using an integrator using the current yaw rate. The difference between the target rotation angle and the actual yaw angle is then calculated using an adder to obtain a yaw angle response deviation. The yaw angle response deviation is then input to the input terminal of the seventh controller as an input signal for the seventh controller. The seventh controller may be a PI controller, a PD controller, or a PID controller. The difference is calculated using an adder to obtain the yaw angle response deviation, the output terminal of the fifth controller, and the output terminal of the seventh controller, which are then input to the comparison selector, respectively. When the yaw angle response deviation is greater than the threshold, the target wheel speed correction amount is equal to the output result of the fifth controller, and conversely, the target wheel speed correction amount is equal to the output result of the seventh controller. This allows switching between two types of control algorithms, the fifth controller and the seventh controller.

[0252] The target wheel speed correction amount and the pre-control target wheel speed are added by an adder to obtain the target wheel speed. The difference between the target wheel speed and the current wheel speed is calculated by an adder to obtain the wheel speed response deviation. The wheel speed response deviation is input to the input terminal of the sixth controller as an input signal of the sixth controller. The sixth controller may be a PI controller, a PD controller, or a PID controller. The output signal of the sixth controller is added to the pre-control torque as a torque correction amount by an adder to obtain the target torque of the drive motor corresponding to each wheel. After receiving the target torque signal of the drive motor, the motor controller controls the torque of the drive motor.

[0253] In this way, based on the dual closed-loop control technology means of the wheel speed closed-loop and the yaw rate closed-loop, a complete dual closed-loop control circuit is formed, which is jointly composed of feedforward control and controller feedback control, which are previously formed by the control torque / wheel speed, and which is composed of the wheel speed and the yaw rate, and has high control accuracy and control response characteristics.

[0254] In the above embodiment, based on the four-motor power architecture, when the vehicle is in a levitation state, a motion control algorithm is used to determine the pre-control torque and torque correction amount for each wheel based on the target yaw rate and current yaw rate of the vehicle, as well as the pre-controlled target wheel speed and current wheel speed of each wheel of the vehicle, and then the target torque to be output by the drive motor corresponding to each wheel is determined based on the pre-control torque and torque correction amount for each wheel, thereby controlling the vehicle's running.In this way, based on the dual closed-loop control technology of wheel speed closed-loop and yaw rate closed-loop, a complete dual closed-loop control circuit is formed, which is jointly composed of feedforward control and controller feedback control formed by the pre-control torque / wheel speed, which is composed of wheel speed and yaw rate, and has high control precision and control response characteristics.

[0255] In some embodiments, the vehicle driving scene includes a vehicle slip prevention scene, and when the vehicle is in the vehicle slip prevention scene, the central controller 10 obtains the adjustment torque of each wheel, determines the front axle adjustment torque and the rear axle adjustment torque based on the adjustment torque of each wheel, and determines the target torque of each drive motor based on the front axle adjustment torque and the rear axle adjustment torque.

[0256] Specifically, when a vehicle is running, there are situations where the wheels slip, and situations where the wheels slip in the opposite direction during differential operation. Therefore, it is necessary to prevent vehicle slip by defining different torque control policies for different wheel slip operation situations. Related technologies mainly include TCS (Traction Control System, This is achieved using a traction control system (TCS) and an ABS, where the TCS function targets driving force control after an abnormal increase in wheel speed during driving operation, and the ABS function targets brake torque control when wheel speed decreases during braking operation. If the ABS function is not activated during driving operation and the inside wheel slips, the wheel will reverse direction after the wheel speed decreases, and the conventional TCS cannot identify this operating condition. Current technical solutions generally use single-wheel torque reduction technology, and if single-wheel control is used in differential operation, undesired yaw torque will be generated at the wheel, affecting the vehicle's posture. In short, the related art does not specifically identify and provide anti-slip control for reverse wheel slip during differential operation, so the vehicle's differential function still has certain limitations in terms of safety and reliability. Based on this, some embodiments of the present disclosure fully utilize the control advantages of the four-motor power architecture's independent driving capabilities to prevent vehicle slip during anti-slip operation.

[0257] For example, in some embodiments, the central controller 10 can calculate a PID adjustment torque corresponding to each wheel and determine a target torque for the drive motor corresponding to each wheel based on the PID adjustment torque corresponding to each wheel. For example, taking the left front wheel as an example, the central controller 10 can obtain the difference between the current wheel speed of the left front wheel and the current vehicle speed, perform PID adjustment on the difference, obtain the torque magnitude that needs to be adjusted to the wheel end torque to control the wheel speed of the left front wheel, i.e., the PID adjustment torque for the left front wheel, and determine the target torque for the left front wheel based on the PID adjustment torque corresponding to the left front wheel. The calculation process for the other wheels is the same as that for the left front wheel, so a description thereof will be omitted here.

[0258] In some embodiments, when PID adjustment is performed on the difference between the current wheel speed of each wheel and the current vehicle speed to obtain the PID adjustment torque for each wheel, the corresponding proportional coefficient is determined based on the difference, the integral coefficient is determined based on the integral value of the difference, and the differential coefficient is determined based on the differential value of the difference. Taking the left front wheel as an example, the central controller 10 obtains the difference between the current wheel speed of the left front wheel and the current vehicle speed, then obtains the proportional coefficient by table lookup based on the difference, integrates the difference to obtain the integral value, obtains the integral coefficient by table lookup based on the integral value, differentiates the difference to obtain the differential value, and obtains the differential coefficient by table lookup based on the differential value. The calculation process for other wheels is the same as that for the left front wheel, and therefore will not be described here.

[0259] When determining the target torque of the drive motor corresponding to each wheel based on the adjustment torque of each wheel, the central controller 10 can first determine the front axle adjustment torque and the rear axle adjustment torque based on the adjustment torque of each wheel, and then determine the target torque of each drive motor based on the front axle adjustment torque and the rear axle adjustment torque.

[0260] As can be understood, the target torque of the drive motor corresponding to each wheel is determined based on the front axle adjustment torque and the rear axle adjustment torque, and torque is further distributed to each wheel based on the target torque of the drive motor corresponding to each wheel, thereby realizing torque adjustment for each wheel, and torque synchronization control can be realized by calculating the front axle adjustment torque and the rear axle adjustment torque.

[0261] Specifically, as shown in FIG. 14, when the vehicle is currently in a differential state, a differential torque in the opposite direction is applied to the coaxial wheels in addition to the driving torque. If torque reduction control is performed only on the slipping wheels, an undesired yaw torque will be generated in the vehicle, the magnitude of the longitudinal force of the vehicle will change, and situations such as vehicle drift, understeer, or abnormal vehicle speed will occur. Therefore, in the differential state, after a wheel slips, the coaxial wheels need to be synchronously adjusted. Therefore, by determining the front axle adjusting torque and rear axle adjusting torque corresponding to the vehicle based on the adjusting torque of each wheel, the target torque of the driving motor corresponding to each wheel is determined based on the front axle adjusting torque and rear axle adjusting torque, thereby achieving synchronous adjustment control of the torque of the coaxial wheels, and the vehicle This can prevent the generation of undesired yaw torque, and can prevent situations such as vehicle drift, understeer, or abnormal vehicle speed from occurring.

[0262] For example, the central controller 10 can first determine the front axle PID adjustment torque and the rear axle PID adjustment torque corresponding to the vehicle based on the PID adjustment torque of each wheel, and then determine the target torque of the drive motor corresponding to each wheel based on the front axle PID adjustment torque and the rear axle PID adjustment torque.

[0263] In some embodiments, the central controller 10 determines the front axle adjusting torque based on the maximum adjusting torque at the front axle wheels when at least one of the front axle wheels is slipping, and determines the rear axle adjusting torque based on the maximum adjusting torque at the front axle wheels and the rear axle wheels, and determines the rear axle adjusting torque based on the maximum adjusting torque at the rear axle wheels when none of the front axle wheels is slipping, and the front axle adjusting torque is zero.

[0264] Specifically, when the central controller 10 determines the front axle adjusting torque and rear axle adjusting torque corresponding to the vehicle based on the adjustment torque of each wheel, if at least one of the left front wheel and the right front wheel is slipping, i.e., if the front axle is slipping, it calculates the front axle adjusting torque and rear axle adjusting torque based on the first calculation policy, and if neither the left front wheel nor the right front wheel is slipping, i.e., if the front axle is not slipping, it calculates the front axle adjusting torque and rear axle adjusting torque based on the second calculation policy.

[0265] The first calculation policy is to set the maximum value of the left front wheel adjustment torque and the right front wheel adjustment torque as the front axle adjustment torque, and the maximum value of the left front wheel adjustment torque, the right front wheel adjustment torque, the left rear wheel adjustment torque, and the right rear wheel adjustment torque as the rear axle adjustment torque.The second calculation policy is to set the front axle adjustment torque to zero, and the maximum value of the left rear wheel adjustment torque and the right rear wheel adjustment torque as the rear axle adjustment torque.

[0266] Specifically, if the front wheels slip while the vehicle is traveling, there is a high probability that the rear wheels will also slip when passing over the same road surface, so adjusting the rear differential torque after the front wheels slip is beneficial to reducing the frequency of wheel slip, i.e., the first calculation policy is used to calculate the adjustment torque for the front and rear axles.If the front wheels are not slipping, it cannot be determined that the rear wheels will not slip, so adjusting the rear differential torque is beneficial to reducing the frequency of rear wheel slip, i.e., the second calculation policy is used to calculate the adjustment torque for the front and rear axles.

[0267] In some embodiments, when the torque directions of the inner and outer steering wheels of the vehicle are opposite, the central controller 10 determines the target torque of the drive motor corresponding to the front axle wheels based on the wheel end torque and the front axle adjustment torque before the anti-slip control intervention of the front axle wheels, and determines the target torque of the drive motor corresponding to the rear axle wheels based on the wheel end torque and the rear axle adjustment torque before the anti-slip control intervention of the rear axle wheels; when the torque directions of the inner and outer steering wheels of the vehicle are the same, the central controller 10 determines the target torque of the drive motor corresponding to the front axle wheels based on the relationship between the difference between the wheel end torque and the front axle adjustment torque before the anti-slip control intervention of the front axle wheels and zero, and determines the target torque of the drive motor corresponding to the rear axle wheels based on the relationship between the difference between the wheel end torque and the rear axle adjustment torque before the anti-slip control intervention of the rear axle wheels and zero.

[0268] Specifically, the central controller 10 can obtain the front axle adjusting torque and the rear axle adjusting torque, and then determine the target torque of the drive motor corresponding to each wheel based on the front axle adjusting torque and the rear axle adjusting torque. For example, as shown in Figure 14, when the current vehicle is in a differential operating state, If it is determined that the vehicle is in a differential operating state, a driving torque that is opposite to the driving direction may be applied to the inside steering wheel, and therefore different torque adjustment technical means are defined for forward slip and reverse slip of the inside steering wheel. That is, if the torque directions of the inside steering wheel and the outside steering wheel of the vehicle are opposite, the third calculation policy is used to calculate the target torque of the driving motor corresponding to each wheel, and if the torque directions of the inside steering wheel and the outside steering wheel of the vehicle are the same, the fourth calculation policy is used to calculate the target torque of the driving motor corresponding to each wheel.

[0269] In this manner, by providing a single control policy for operating conditions where the inside steering wheel slips in the opposite direction, the reliability of the vehicle differential function and the safety of the vehicle can be improved.

[0270] The third calculation policy is expressed by the following formula:

number

[0271] where T lft is the target torque of the drive motor corresponding to the left front wheel, and T lfi is the wheel end torque of the left front wheel before anti-slip control intervention, and T rft is the target torque of the drive motor corresponding to the right front wheel, and T rfi is the wheel end torque of the right front wheel before anti-slip control intervention, and T lrt is the target torque of the drive motor corresponding to the left rear wheel, and T lri is the wheel end torque of the left rear wheel before anti-slip control intervention, and T rrt is the target torque of the drive motor corresponding to the right rear wheel, and T rri is the wheel end torque of the right rear wheel before anti-slip control intervention, and △T F is the front axle adjustment torque, and △T R is the rear axle adjustment torque, and d is the vehicle rotation direction.

[0272] It should be noted that different vehicle rotation directions correspond to different values, for example, when the vehicle turns left, the vehicle rotation direction is 1, i.e., d=1, and when the vehicle turns right, the vehicle rotation direction is -1, i.e., d=-1.

[0273] Based on this, when the vehicle turns left, the third calculation policy is expressed by the following formula.

number

[0274] When the vehicle turns right, the third calculation policy is expressed by the following formula:

number

[0275] The fourth calculation policy is expressed by the following formula:

number

[0276] In this way, by calculating the target torque of the drive motor corresponding to each wheel using the third or fourth calculation policy, and further distributing torque to the corresponding wheel based on the target torque of the drive motor corresponding to each wheel, the output torque of each wheel can be adapted to the current driving operating condition of the vehicle, reducing the frequency of vehicle slippage and ensuring that, in a differential operating condition, no excess yaw torque is generated in the vehicle after single wheel slippage and torque reduction, further avoiding any impact on the vehicle posture and ensuring a comfortable ride for the occupants.

[0277] In some embodiments, the central controller 10 further performs torque limiting and smooth vibration damping on the target torque. For example, the central controller 10 may limit the target torque using the maximum available torque limit value of the vehicle's drive motor, and then perform smooth vibration damping on the target torque after the torque limiting. Specifically, the central controller 10 performs smooth vibration damping on the target torque using primary filtering and a set torque change step size limit value, and then performs torque limiting and smooth vibration damping on the target torque, thereby increasing the smoothness of the vehicle control process, reducing vehicle vibration, and improving the user's riding experience.

[0278] In the above embodiment, taking advantage of the control advantage of the four-motor power architecture being able to drive independently, when performing anti-slip control for a vehicle, the target torque of the drive motor corresponding to each wheel of the vehicle is calculated, and torque adjustment for each wheel is performed based on the target torque of the drive motor corresponding to each wheel, thereby performing anti-slip control for the vehicle in a differential operating state. In addition, by classifying the vehicle's differential state, the identification technology means for the wheel slip problem in a differential operating state is optimized, and different drive torque control logics are used, for example, a coaxial control policy is used for the slipping wheel, and a control policy is defined for the operating state in which the inner steering wheel slips in the opposite direction. This not only ensures timely identification of wheel slip in the opposite direction, but also expands the use scenarios of the differential function, avoids phenomena such as high-speed wheel slip and body posture deflection in the vehicle, and improves the differential operation of the vehicle. Improves the reliability of operational functions and user experience.

[0279] In some embodiments, the central controller further identifies a vehicle driving scene.

[0280] Specifically, the central controller 10 acquires related data of vehicle parts in multiple functional domains, performs fusion processing on the related data to obtain fusion data, and then, based on the fusion data and in combination with the related data, can identify vehicle driving scenes, such as a vehicle puncture scene, a vehicle lift-off scene, and an anti-skid scene. Based on the fusion of the related data, the accuracy of identifying vehicle driving scenes can be improved.

[0281] In some embodiments, the central controller 10 further acquires first data of at least one vehicle part in the first functional domain 21 and second data of at least one vehicle part in the second functional domain 22, performs a fusion process on the first data and the second data to obtain fusion data, and identifies a vehicle driving scene based on the fusion data.

[0282] For example, the vehicle driving scene may include one or more of a vehicle puncture scene, a vehicle lift-off scene, and a vehicle slip prevention scene. The central controller 10 may acquire data related to the vehicle driving scene to be identified from multiple functional domains and further identify the corresponding vehicle driving scene based on the acquired data. For example, the central controller 10 may acquire first data and second data from the first functional domain 21 and the second functional domain 22, respectively, and identify the corresponding vehicle driving scene based on the first data and the second data. The first data represents a vehicle state acquired from at least one vehicle component in the first functional domain 21, and the second data represents a vehicle state acquired from at least one vehicle component in the second functional domain 22. For example, the first functional domain 21 may be a power domain, and a first wheel speed of each wheel may be acquired from the power domain. The second functional domain 22 may be a chassis domain, and a second wheel speed of each wheel may be acquired from the chassis domain. The specifically acquired data relates to the vehicle driving scene to be identified.

[0283] In some embodiments, the vehicle driving scene includes a vehicle puncture scene, the second functional domain 22 is a chassis domain, and the central controller 10 acquires first data of at least one vehicle part in the power domain and second data of at least one vehicle part in the chassis domain, performs a fusion process on the first data and the second data to obtain fusion data, and identifies the vehicle puncture scene based on the fusion data.

[0284] Specifically, the central controller 10 obtains relevant data in the power domain and chassis domain, and accurately identifies the vehicle puncture scene based on the relevant data. When the vehicle punctures, the central controller 10 determines the target torque of each drive motor using the above-mentioned method, and controls the corresponding drive motor based on the target torque, thereby stabilizing the vehicle and braking to slow down.

[0285] In some embodiments, the first data includes a first wheel speed of each wheel, the second data includes a second wheel speed of each wheel, and the central controller 10 combines the first wheel speed of each wheel, the second wheel speed of each wheel, and the third wheel speed of each wheel of the vehicle parts directly connected to the central controller to obtain a current wheel speed of each wheel, and based on the current wheel speed of each wheel, determines a deviation between the first wheel speed difference and the multiple wheel speed differences of each wheel, and based on the deviation between the first wheel speed difference and the multiple wheel speed differences of each wheel, identifies a vehicle puncture scene and vehicle status information in the vehicle puncture scene.

[0286] Specifically, when identifying a vehicle puncture scene, the central controller 10 first receives the first wheel speed of each wheel, the second wheel speed of each wheel, and the vehicle speed information of the vehicle directly connected to the central controller 10. The current wheel speed of each wheel can be obtained by combining the third wheel speed of each wheel of the vehicle component obtained by the calculation. For details, please refer to the above content and the description will be omitted here. As can be understood, the first wheel speed, the second wheel speed, or the third wheel speed may be directly used. However, compared with these three wheel speeds, the current wheel speed is preferred because it has higher accuracy. Next, based on the current wheel speed of each wheel, a deviation between the first wheel speed difference of each wheel and the plurality of wheel speed differences is determined. The first wheel speed difference of each wheel refers to the difference between the current wheel speed of each wheel and the average value of the current wheel speeds of all other wheels. The deviation between the wheel speed difference of each wheel refers to the deviation between the first wheel speed difference of each wheel and the first wheel speed differences of the other wheels.

[0287] In some embodiments, the central controller 10 obtains, for the target wheel, an average wheel speed by obtaining an average value of the current wheel speeds of wheels other than the target wheel, and obtains a difference between the current wheel speed of the target wheel and the average wheel speed to obtain a first wheel speed difference of the target wheel, where the target wheel is any wheel of the vehicle.

[0288] Specifically, for the left front wheel, the first wheel speed difference of the left front wheel = current wheel speed of the left front wheel - (current wheel speed of the right front wheel + current wheel speed of the left rear wheel + current wheel speed of the right rear wheel) / 3; for the right front wheel, the first wheel speed difference of the right front wheel = current wheel speed of the right front wheel - (current wheel speed of the left front wheel + current wheel speed of the left rear wheel + current wheel speed of the right rear wheel) / 3; for the left rear wheel, the first wheel speed difference of the left rear wheel = current wheel speed of the left rear wheel - (current wheel speed of the left front wheel + current wheel speed of the right front wheel + current wheel speed of the right rear wheel) / 3; and for the right rear wheel, the first wheel speed difference of the right rear wheel = current wheel speed of the right rear wheel - (current wheel speed of the left front wheel + current wheel speed of the right front wheel + current wheel speed of the left rear wheel) / 3.

[0289] In some embodiments, the central controller 10 obtains, for a target wheel, a difference between a first wheel speed difference of the target wheel and a first wheel speed difference of each wheel other than the target wheel to obtain a deviation of multiple wheel speed differences of the target wheel, where the target wheel is any wheel of the vehicle.

[0290] Specifically, for the left front wheel, the deviations of three wheel speed differences are included: the first deviation of left front wheel wheel speed difference = first wheel speed difference of left front wheel - first wheel speed difference of right front wheel, the second deviation of left front wheel wheel speed difference = first wheel speed difference of left front wheel - first wheel speed difference of left rear wheel, and the third deviation of left front wheel wheel speed difference = first wheel speed difference of left front wheel - first wheel speed difference of right rear wheel. For the right front wheel, the deviations of three wheel speed differences are included: the first deviation of right front wheel wheel speed difference = first wheel speed difference of right front wheel - first wheel speed difference of left front wheel, the second deviation of right front wheel wheel speed difference = first wheel speed difference of right front wheel - first wheel speed difference of left rear wheel, and the third deviation of right front wheel wheel speed difference = first wheel speed difference of right front wheel - first wheel speed difference of right rear wheel. The process for obtaining the deviation in the wheel speed difference between the left rear wheel and the right rear wheel is the same as the process for obtaining the deviation in the wheel speed difference between the left front wheel and the right front wheel, so a detailed description thereof will be omitted here. Note that the deviation in the wheel speed difference can have a positive or negative value.

[0291] Based on the deviation of the first wheel speed difference and the plurality of wheel speed differences for each wheel, the central controller 10 can identify whether the vehicle has a flat tire and which wheel specifically has a flat tire.

[0292] In some embodiments, the central controller 10 determines that the target wheel has a flat tire if, for the target wheel, a first wheel speed difference of the target wheel is greater than a predetermined wheel speed difference threshold and continues for a first predetermined time threshold, and a wheel speed difference deviation of at least one of the plurality of wheel speed difference deviations of the target wheel is greater than a predetermined wheel speed difference deviation threshold and continues for a second predetermined time threshold, and the target wheel is any wheel of the vehicle.

[0293] For example, for the left front wheel, for example, the first wheel speed difference of the left front wheel and the three left front wheel speeds The left front wheel is considered to have a flat tire if the first wheel speed difference of the left front wheel is greater than a predetermined wheel speed difference threshold and continues for a first predetermined time threshold, and one of the three left front wheel speed difference deviations is greater than a predetermined wheel speed difference deviation threshold and continues for a second predetermined time threshold.

[0294] Alternatively, for example, the first wheel speed difference of the left front wheel may be determined first, and if it is determined that an abnormality exists, the deviation of the three left front wheel speed differences may be determined. Specifically, the first wheel speed difference of the left front wheel may be determined first, and if the first wheel speed difference of the left front wheel is greater than a predetermined wheel speed difference threshold and continues for a first predetermined time threshold, it is considered that an abnormality exists in the left front wheel, and in this case, the deviation of the three left front wheel speed differences is determined, and if not, no determination is made, and when determining the deviation of the three left front wheel speed differences, if the deviation of one of the three left front wheel speed differences is greater than a predetermined wheel speed difference deviation threshold and continues for a second predetermined time threshold, it is considered that the left front wheel has a flat tire, that is, the first wheel speed difference of the left front wheel > the first wheel speed difference of the right front wheel. If the first wheel speed difference between the left front wheels and |first wheel speed difference between the left front wheels - first wheel speed difference between the right front wheels| > a predetermined wheel speed difference deviation threshold and continues for a second predetermined time threshold, or if the first wheel speed difference between the left front wheels > the first wheel speed difference between the left rear wheels and |first wheel speed difference between the left front wheels - first wheel speed difference between the left rear wheels| > a predetermined wheel speed difference deviation threshold and continues for a second predetermined time threshold, or if the first wheel speed difference between the left front wheels > the first wheel speed difference between the right rear wheels and |first wheel speed difference between the left front wheels - first wheel speed difference between the right rear wheels| > a predetermined wheel speed difference deviation threshold and continues for a second predetermined time threshold, it is considered that the left front wheel has a flat tire.

[0295] The other wheels are determined in the same manner as the left front wheel, so a description thereof will be omitted here.

[0296] In this way, by determining whether the wheel speed and wheel speed difference of each wheel are abnormal, it is possible to indirectly determine whether a puncture situation exists in the vehicle and which specific wheel will puncture, which is faster than the identification method based on tire air pressure.

[0297] In some embodiments, the second data further includes the tire pressure of each wheel, and the central controller 10 further identifies a vehicle puncture scene and vehicle status information in the vehicle puncture scene based on the first wheel speed difference, the deviation of the multiple wheel speed differences, and the tire pressure of each wheel.

[0298] Specifically, the central controller 10 first uses the above-mentioned method to indirectly identify the vehicle puncture situation based on the first wheel speed difference of each wheel and the deviation of multiple wheel speed differences, and then further confirms the indirectly identified vehicle puncture situation by the tire air pressure of each wheel, thereby improving the accuracy of identifying the vehicle puncture situation.

[0299] In some embodiments, the central controller 10 obtains the difference between the tire pressure of each wheel and the standard tire pressure to obtain the tire pressure difference of each wheel, and identifies the vehicle puncture scene and the vehicle puncture situation in the vehicle puncture scene based on the first wheel speed difference, the deviation of the multiple wheel speed differences, the tire pressure and the tire pressure difference.

[0300] Specifically, for the left front wheel, the tire pressure difference of the left front wheel = the tire pressure of the left front wheel - the standard tire pressure, for the right front wheel, the tire pressure difference of the right front wheel = the tire pressure of the right front wheel - the standard tire pressure, for the left rear wheel, the tire pressure difference of the left rear wheel = the tire pressure of the left rear wheel - the standard tire pressure, and for the right rear wheel, the tire pressure difference of the right rear wheel = the tire pressure of the right rear wheel - the standard tire pressure. The central controller 10 can identify whether the vehicle has a flat tire and which wheel specifically has a flat tire based on the first wheel speed difference of each wheel, the deviation of the multiple wheel speed differences, the tire pressures, and the tire pressure differences.

[0301] In some embodiments, the central controller 10 determines that the target wheel has a flat tire if, for the target wheel, a first wheel speed difference of the target wheel is greater than a predetermined wheel speed difference threshold and continues for a first predetermined time threshold, and at least one wheel speed difference deviation of the plurality of wheel speed difference deviations of the target wheel is greater than a predetermined wheel speed difference deviation threshold and continues for a second predetermined time threshold, and the tire pressure of the target wheel is less than a predetermined tire pressure threshold, or the tire pressure difference of the target wheel is greater than the predetermined tire pressure difference threshold and continues for a third predetermined time threshold, and the tire pressure difference of the target wheel is greater than the predetermined tire pressure difference threshold and continues for a fourth predetermined time threshold, and the target wheel is any wheel of the vehicle.

[0302] For example, for the left front wheel, first, the deviation between the first wheel speed difference of the left front wheel and the wheel speed differences of the three left front wheels is determined to preliminarily determine whether the left front wheel has a flat tire. If it is preliminarily determined that the left front wheel has a flat tire, this can be confirmed based on the tire air pressure and tire air pressure difference of the left front wheel. Specifically, if the first wheel speed difference of the left front wheel is greater than a predetermined wheel speed difference threshold and continues for a first predetermined time threshold, and one of the three left front wheel speed difference deviations is greater than a predetermined wheel speed difference deviation threshold and continues for a second predetermined time threshold, it is preliminarily determined that the left front wheel has a flat. In this case, the tire pressure and tire pressure difference of the left front wheel are judged; otherwise, no judgment is made. Furthermore, if the tire pressure of the left front wheel is less than a predetermined tire pressure threshold, or the tire pressure difference of the left front wheel is greater than a predetermined tire pressure difference threshold and continues for a third predetermined time threshold, or the tire pressure difference of the left front wheel is greater than a predetermined tire pressure difference threshold and continues for a fourth predetermined time threshold, it is determined that the left front wheel has a flat. The judgment method for other wheels is the same as that for the left front wheel, so a description thereof will be omitted here.

[0303] In this way, by identifying possible puncture conditions in advance based on wheel speed and then further determining and confirming them based on tire air pressure, two-dimensional puncture identification can be achieved, which is more reliable.

[0304] When the central controller 10 identifies the vehicle puncture scene and the punctured wheel using the above-mentioned method, it can allocate torque to the drive motors corresponding to each wheel based on the punctured wheel to achieve stable control of the vehicle.

[0305] In some embodiments, the plurality of different functional domains further includes a third functional domain 23, and the central controller 10 further acquires first data of at least one vehicle part in the first functional domain 21, second data of at least one vehicle part in the second functional domain 22, and third data of at least one vehicle part in the third functional domain 23, performs a fusion process on the first data, the second data, and the third data to obtain fusion data, and identifies a vehicle driving scene based on the fusion data.

[0306] Illustratively, the vehicle driving scenes include one or more of a vehicle puncture scene, a vehicle lift-off scene, and a vehicle slip prevention scene. The central controller 10 can acquire data related to the vehicle driving scene to be identified from multiple functional domains and further identify the corresponding vehicle driving scene based on the acquired data. For example, the central controller 10 can acquire first data, second data, and third data from the first functional domain 21, the second functional domain 22, and the third functional domain 23, respectively, and identify the corresponding vehicle driving scene based on the first data, second data, and third data. The first data represents a vehicle state acquired from at least one vehicle component in the first functional domain 21, the second data represents a vehicle state acquired from at least one vehicle component in the second functional domain 22, and the third data represents a vehicle state acquired from at least one vehicle component in the third functional domain 23. For example, the first functional domain 21 is a power domain, and the central controller 10 acquires a first wheel speed of each wheel from the power domain. The second functional domain 22 may be a chassis domain, and may acquire the second wheel speed of each wheel from the chassis domain, and the third functional domain 23 may be an intelligent driving domain, and may acquire the first vehicle speed from the intelligent driving domain. The specifically acquired data is related to the vehicle driving scene to be identified.

[0307] In some embodiments, the vehicle driving scene includes a vehicle emergence scene, the second functional domain 22 is a chassis domain, and the third functional domain 23 is an intelligent driving domain, and the central controller 10 acquires first data of at least one vehicle part in the power domain, second data of at least one vehicle part in the chassis domain, and third data of at least one vehicle part in the intelligent driving domain, fuses the first data, the second data, and the third data to obtain fused data, and identifies a vehicle emergence scene based on the fused data.

[0308] Specifically, the central controller 10 obtains relevant data from the power domain, chassis domain and intelligent driving domain, and accurately identifies the vehicle levitation scene based on the relevant data. Furthermore, when the vehicle is in a levitation state, it fully utilizes the control advantage that the four-motor power architecture can be driven independently, and uses the above-mentioned method to perform dual closed-loop control on the vehicle, thereby realizing vehicle levitation.

[0309] In some embodiments, the first data includes a first wheel speed of each wheel, the second data includes a second wheel speed of each wheel, a suspension height of each wheel, a first six-degree-of-freedom inertial information and a rotation angle of the steering wheel, and the third data includes a first vehicle speed and a wading depth of each wheel, and the central controller 10 combines the first wheel speed of each wheel, the second wheel speed of each wheel and a third wheel speed of each wheel of the vehicle parts directly connected to the central controller to obtain a current wheel speed of each wheel, determines a current vehicle speed according to the current wheel speed of each wheel, the first six-degree-of-freedom inertial information, the rotation angle of the steering wheel and the first vehicle speed, determines a slip state of each wheel according to the current wheel speed of each wheel and the current vehicle speed, and determines a suspension load state of each wheel according to the suspension height of each wheel, and determines whether the vehicle is in a vehicle lift-off scene according to the slip state, suspension load state and wading depth of each wheel.

[0310] It should be noted that the vehicle floating scene on water can be divided into two types: one is a vehicle wading scene and the other is a vehicle surfacing scene, where the vehicle wading scene refers to the vehicle being in a wading state, the vehicle surfacing scene refers to the vehicle being in a surfacing state, the wading state refers to the vehicle's wheels having already waded but not yet reached a state where the vehicle can surfacing, and the surfacing state refers to the vehicle being in a state where it is surfacing in water. Whether the vehicle is in a wading scene, i.e., a wading state, can be determined based on the driver's request, and whether the vehicle is in a surfacing scene, i.e., a surfacing state, can be identified based on relevant data in the power domain, the chassis domain, and the intelligent driving domain.

[0311] For example, it can be determined whether the vehicle is in a lift-off scene, i.e., a lift-off state, based on the wade depth, slip state, and suspension load state of each wheel. The slip state of each wheel can be determined based on the current wheel speed of each wheel and the current vehicle speed. Note that the method of acquiring the current wheel speed and the current vehicle speed can be referred to above, and the description will be omitted here. The suspension load state of each wheel can be determined based on the suspension height of each wheel.

[0312] There are various methods for determining the slip state of each wheel. For example, if the absolute value of the difference between the current wheel speed of the wheel and the current vehicle speed is greater than a predetermined slip threshold, the wheel is considered to be in a slip state. There are various methods for determining the suspension load state of each wheel. For example, if the absolute value of the difference between the suspension height of a wheel and the suspension height when the suspension is unloaded while the vehicle is floating in water is less than a predetermined suspension height difference threshold, the suspension of that wheel is considered to be in an unloaded state.

[0313] The central controller 10 can improve the accuracy of determining whether the vehicle is in a lifting state by determining that the vehicle is in a lifting state when the wading depth of each wheel of the vehicle is greater than the vehicle lifting threshold, the suspension of each wheel is in an unloaded state, and each wheel is in a slipping state.

[0314] Alternatively, the central controller 10 can first obtain the crossing depth of each wheel, and determine whether the crossing depth of each wheel is greater than the vehicle lift-up threshold. If so, obtain the suspension height of each wheel, and determine whether the suspension of each wheel is in an unloaded state based on the suspension height of each wheel. If so, obtain whether each wheel is in a slip state, and determine that the vehicle is in a lift-up state.

[0315] In this way, by comprehensively determining whether the vehicle is in a floating state based on multiple indicators such as the wading depth of each wheel, the slip state, and the suspension load state, the risk of misidentification using a single determination method can be reduced and the accuracy of determining whether the vehicle is in a floating state can be improved.

[0316] As a specific example, the vehicle may be provided with a water floatation mode button, and the central controller 10 receives a request to enter the water floatation mode and, when the vehicle satisfies a predetermined condition, controls the vehicle's driving using a wading control policy, and determines whether the vehicle is in a floating state during the process of controlling the vehicle's driving using the wading control policy. Specifically, the central controller 10 obtains the button status information in the water floatation mode to determine whether the driver has sent a water floatation mode switch request command. If yes, the current vehicle status is good and normal, no other functions exclusive to the water floatation function have been activated on the vehicle, and the water floatation mode is not currently malfunctioning, then determines whether the conditions for entering the water floatation mode meet predetermined conditions, such as whether the current vehicle speed is lower than a threshold, whether the synchronization lock is in an unlocked state, etc. Before the waterborne mode is activated, a forced engine start request and a circuit closure request for the canister solenoid valve and DMTL (Diagnostic Module Tank Leakage) solenoid valve are first output to the vehicle including the engine, thereby putting the engine system into a normal operating state in advance and preventing damage to the engine due to water entering engine-related parts.

[0317] Next, the water floating mode is activated and the water floating mode is successfully entered, the central controller 10 first controls the vehicle driving using the wading control policy, for example, can use the torque average distribution method to distribute torque to the drive motors corresponding to each wheel of the vehicle. Furthermore, in the process of controlling the vehicle driving using the wading control policy, it is determined whether the vehicle is in a floating state, for example, if the wading depth of each wheel is greater than the vehicle floating threshold, the suspension of each wheel is in an unloaded state, and each wheel is in a slip state, it is determined that the vehicle is in a floating state, and the central controller 10 uses the water floating control policy to send torque distribution information to the motor controller, for example, can distribute torque to the drive motors corresponding to each wheel based on the current yaw rate and current wheel speed of the vehicle. In this way, by successfully balancing and distinguishing between the floating state and the wading state, the vehicle can adapt to scene changes of different wading levels, and has good underwater driving ability. This can fill the gaps in the drive control policies of the prior art, and there is no need to add a power system; it is only necessary to use different drive control policies. This will promote the spread and application of floating vehicles. It is advantageous for use.

[0318] In some embodiments, the vehicle driving scene includes a vehicle slip prevention scene, the second functional domain 22 is a chassis domain, and the third functional domain 23 is an intelligent driving domain, and the central controller 10 obtains first data of at least one vehicle part in the power domain, second data of at least one vehicle part in the chassis domain, and third data of at least one vehicle part in the intelligent driving domain, performs a fusion process on the first data, the second data, and the third data to obtain fusion data, and determines whether the vehicle is in a vehicle slip prevention scene based on the fusion data.

[0319] Specifically, the central controller 10 obtains relevant data in the power domain, chassis domain and intelligent driving domain, and accurately identifies whether anti-slip processing needs to be performed on the vehicle based on the relevant data, thereby making full use of the control advantages of the four-motor power architecture being able to drive independently in the case of anti-slip, and avoiding vehicle slippage.

[0320] In some embodiments, the first data includes the driving torque of each wheel and the first wheel speed of each wheel, the second data includes the second wheel speed of each wheel, the first six-degree-of-freedom inertia information, the rotation angle of the steering wheel, and the braking depth of the brake pedal, and the third data includes the first vehicle speed. The central controller 10 combines the first wheel speed of each wheel, the second wheel speed of each wheel, and the third wheel speed of each wheel of the vehicle parts directly connected to the central controller 10 to obtain a current wheel speed of each wheel, determines the current vehicle speed based on the current wheel speed of each wheel, the first six-degree-of-freedom inertia information, the rotation angle of the steering wheel, and the first vehicle speed, determines whether the vehicle is in a differential operation situation based on the driving torque of each wheel, determines whether the vehicle satisfies the conditions for anti-slip control intervention based on the braking depth of the brake pedal, the current wheel speed of each wheel, and the current vehicle speed, and determines whether the vehicle is in a vehicle anti-slip situation if the vehicle is in a differential operation situation and the conditions for anti-slip control intervention are met.

[0321] Specifically, when the vehicle is in a differential operation state and the vehicle meets the conditions for anti-slip control intervention, the central controller 10 can calculate the target torque of the drive motor corresponding to each wheel by performing anti-slip control on the vehicle.

[0322] The differential operating state refers to the ability of the left and right wheels of a vehicle to independently control and adjust torque, for example, the ability of the left front wheel and the right front wheel of a vehicle to independently control and adjust torque, and the ability of the left rear wheel and the right rear wheel of a vehicle to independently control and adjust torque. The differential operating state of a vehicle may be determined based on vehicle-related information, including, but not limited to, determining whether the vehicle is currently in a differential operating state based on the vehicle's differential function flag and the driving torque of the wheels.

[0323] For example, if the differential function flag of the vehicle is set to an activated flag, it is determined that the vehicle is in a differential operation state. For example, a function option for activating the differential function may be provided in the vehicle. If the driver activates the differential function based on this function option and it is determined that the driver has a large steering demand, the differential function flag is automatically activated and an activated flag is output. If it is determined that the vehicle satisfies certain conditions, such as the steering wheel rotation angle, gear position, vehicle speed, etc. (for example, the steering wheel rotation angle is greater than a certain angle, the gear position is in D range, and the current vehicle speed is less than a certain vehicle speed), it is determined that the driver has a large steering demand.

[0324] For example, if the driving torque of each wheel satisfies a certain condition, the central controller 10 determines that the vehicle is currently in a differential operation state. For example, the central controller 10 determines that the driving torque of the left front wheel and the driving torque of the right front wheel meet a certain condition. The absolute value of a first difference between the driving torque of the left rear wheel and the driving torque of the right rear wheel is obtained, and the absolute value of a second difference between the driving torque of the left rear wheel and the driving torque of the right rear wheel is obtained.If the absolute value of the first difference is greater than a predetermined torque threshold and / or the absolute value of the second difference is greater than a predetermined torque threshold, it is determined that the vehicle is in a differential operation state.

[0325] In this way, by determining whether the vehicle is in a differential operating state, the differential state of the vehicle can be classified, which helps to define different drive slip prevention control policies, which is advantageous to avoid vehicle slip, and can improve vehicle safety and reliability. In addition, by determining whether the vehicle is in a differential operating state based on the actual drive torque of each wheel, it is possible to accurately determine whether the vehicle is currently in a differential operating state.

[0326] If the central controller 10 determines that the vehicle is in a differential operation state, it further determines whether the vehicle meets the conditions for anti-slip control intervention. Illustratively, the central controller 10 determines whether the vehicle has a slipping wheel, and if so, determines that the vehicle meets the conditions for anti-slip control intervention.

[0327] For example, if it is determined that the vehicle is currently in a differential operation state, the slip state of each wheel can be determined independently, and based on the wheel slip state, it is determined whether the current vehicle requires anti-slip control intervention. If a wheel slip state occurs, i.e., if any one of the vehicle's four wheels slips, it is determined that the vehicle meets the conditions for anti-slip control intervention, i.e., it is determined that the vehicle requires anti-slip control intervention.

[0328] In some embodiments, when the central controller 10 determines that the braking depth of the brake pedal is less than a predetermined braking depth threshold, it determines whether any one wheel satisfies a first predetermined condition within N consecutive periods, where N is an integer greater than 2, and if so, determines that the corresponding wheel has slipped; otherwise, determines that the corresponding wheel has not slipped.

[0329] Specifically, when determining whether a slipping wheel exists on the vehicle, first determine whether the vehicle is in an inactive braking state, for example, based on the magnitude relationship between the braking depth of the brake pedal and a predetermined braking depth threshold, and determine whether the vehicle is in an inactive braking state if the braking depth is smaller than the predetermined braking depth threshold, and determine whether the vehicle is in an active braking state if the braking depth is equal to or greater than the predetermined braking depth threshold. If the vehicle is in an inactive braking state, determine whether the corresponding wheel is slipping based on whether any one wheel satisfies a first predetermined condition within N consecutive periods.

[0330] In some embodiments, the central controller 10 obtains the absolute value of a third difference between the current wheel speed of the wheel and the current vehicle speed, obtains the absolute value of a fourth difference between the acceleration of the wheel and the longitudinal acceleration of the vehicle, and determines that the wheel satisfies the first predetermined condition if the absolute value of the third difference is greater than a predetermined wheel speed difference threshold and / or the absolute value of the fourth difference is greater than a predetermined wheel acceleration difference threshold.

[0331] The current wheel speed and current vehicle speed are determined in the manner described above, and a description thereof will be omitted here.

[0332] When determining whether a wheel satisfies the first predetermined condition, for example, the left front wheel is used as an example, and the current wheel speed of the left front wheel is expressed as u 1f Let the current vehicle speed be V x The wheel acceleration of the left front wheel is u 1f ', and the longitudinal acceleration of the vehicle is a x The wheel speed difference threshold is Δu, the wheel acceleration difference threshold is Δa, and the absolute value of the third difference between the current wheel speed of the left front wheel and the current vehicle speed is

number

number

[0333]

number

[0334] Here, K1 is a correction factor for a predetermined wheel speed difference threshold, which may be obtained by table lookup based on the vehicle speed, and K2 is a correction factor for a predetermined wheel acceleration difference threshold, which may be obtained by table lookup based on the vehicle's longitudinal acceleration.

[0335] In this way, the absolute value of the difference between the wheel speed and the vehicle speed, and the wheel acceleration and the longitudinal direction of the vehicle By setting a threshold value for the absolute value of the difference with the acceleration, it is possible to ensure that both forward and reverse wheel slippage are identified, thereby improving the identification rate of forward and reverse wheel slippage.

[0336] If the central controller 10 determines that the vehicle is currently in a differential operation state and meets the conditions for anti-slip control intervention, it performs anti-slip control on the vehicle. After anti-slip control intervention, it calculates the target torque of the drive motor corresponding to each wheel and adjusts the torque of each wheel based on the target torque of the drive motor corresponding to each wheel, thereby preventing the vehicle from slipping or reducing the wheel slippage, avoiding the slippage as soon as possible, and preventing the vehicle from experiencing high-speed wheel slippage, which is beneficial to improving the reliability and safety of the vehicle and the user experience.

[0337] As described above, the vehicle control system according to the embodiment of the present disclosure is a safety control system architecture in which the power domain based on the four-motor power architecture is the execution entity, the chassis domain is the supporting execution entity, the intelligent driving domain is the environment sensing entity, the central controller is the information fusion and main decision-making system, and sensing information is shared. Based on this architecture, the central controller senses and fuses data from multiple functional domains, thereby accurately obtaining vehicle status data, ground status data, etc., and having predictability. Furthermore, combined with the execution capabilities of the four-motor power architecture, it can quickly achieve vehicle steering, yawing, longitudinal and preview control, thereby achieving extreme vehicle safety.

[0338] Embodiments of the present disclosure further provide a vehicle.

[0339] 15, a vehicle 1000 includes the above-described vehicle control system 100. The vehicle 1000 may be a pure electric vehicle, a hybrid vehicle, etc., and the specifics thereof are not limited here.

[0340] The embodiment of the present disclosure further provides a vehicle control method applied to the above-mentioned vehicle control system. As shown in FIG. 16, the vehicle control method includes: Step S301 of identifying a vehicle driving scene by a central controller; and S302, by the central controller, sending control information to at least one vehicle component based on the vehicle driving scene.

[0341] The above description of the vehicle control system embodiment and beneficial effects also applies to the vehicle and vehicle control method according to the embodiments of the present disclosure, and will not be described in detail here to avoid redundancy.

[0342] It should be noted that the logic and / or steps depicted in flowcharts or otherwise described in this disclosure may be considered, for example, as an ordered list of executable instructions for implementing logical functions, and may be tangibly embodied in any computer-readable medium for use by or in combination with an instruction execution system, device, or apparatus (e.g., a computer-based system, a system including a processor, or other system capable of reading and executing instructions from an instruction execution system, device, or apparatus). As used herein, a "computer-readable medium" may be any device that can store, store, communicate, propagate, or transmit a program for use by or in combination with an instruction execution system, device, or apparatus. More specific examples (a non-exhaustive list) of computer-readable media include an electrical connection having one or more wires (electronic devices), a portable computer disk box (magnetic devices), a random access memory (RAM), a memory card, a storage device (RAM), a memory card ... The computer readable medium may also include a computer-readable storage medium (e.g., a RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), a fiber optic device, and a portable read-only memory (CD-ROM). The computer readable medium may also be paper or other suitable medium upon which the program may be printed, such that the program may be obtained electronically and thereafter stored in computer memory, for example, by optically scanning the paper or other medium and then editing, interpreting, or otherwise processing in any suitable manner as needed.

[0343] It should be understood that each part of the present disclosure can be realized by hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be realized by software or firmware stored in a memory and executed by an appropriate instruction execution system. For example, when realized by hardware, as in other embodiments, it can be realized by any one or combination of techniques known in the art, such as a discrete logic circuit having logic gate circuits for implementing logic functions on data signals, an application specific integrated circuit having appropriate combinational logic gate circuits, a programmable gate array (PGA), a field programmable gate array (FPGA), etc.

[0344] In the description herein, reference to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples" means that the specific feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present disclosure. In the description herein, the exemplary expressions of the above terms are not necessarily limited to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any one or more embodiments or examples, as appropriate.

[0345] Additionally, the terms "first" and "second" are for descriptive purposes only and should not be understood to denote or suggest relative importance or implicitly specify the number of technical features indicated. Thus, a feature qualified with "first" or "second" may explicitly or implicitly include at least one of the feature. In the description of this disclosure, "plurality" means at least two, e.g., two, three, etc., unless explicitly and specifically limited.

[0346] In the present disclosure, unless otherwise clearly specified or limited, the terms "attached," "coupled," "connected," "fixed," etc. should be understood in a broad sense, and unless otherwise clearly limited, may refer to, for example, a fixed connection, a detachable connection, or an integral connection, a mechanical connection, an electrical connection, a direct connection, an indirect connection via an intermediate medium, an internal communication between two parts, or an interactive relationship between two parts. Those skilled in the art can understand the specific meaning of the above terms in the present disclosure based on specific circumstances.

[0347] Although the embodiments of the present disclosure have been shown and described above, the above embodiments are illustrative and should not be understood as limiting the present disclosure, and a person skilled in the art can make changes, modifications, substitutions, and variations to the above embodiments within the scope of the present disclosure.

Claims

1. a central controller and a plurality of vehicle components; a plurality of the vehicle components belonging to a plurality of different functional domains; At least one vehicle component in a first functional domain and another vehicle component in the first functional domain in the plurality of different functional domains are connected via a first network and directly connected to the central controller; At least one vehicle component in a second functional domain and another vehicle component in the second functional domain in the plurality of different functional domains are connected via a second network and directly connected to the central controller; At least one vehicle component in the first functional domain and at least one vehicle component in the second functional domain are connected via a third network; the central controller transmitting control information to at least one vehicle component; Vehicle control system.

2. At least one vehicle component in the first functional domain is configured to send a control command to at least one vehicle component in the second functional domain if the central controller fails. The vehicle control system of claim 1 .

3. The first functional domain is an intelligent driving domain; the second functional domain is a dynamic domain; If the central controller fails, an intelligent driving controller in the intelligent driving domain sends deceleration and / or differential control commands to a drive assembly in the power domain to provide braking and / or steering control to the vehicle; The drive assembly includes a motor controller and a plurality of drive motors provided in one-to-one correspondence with the wheels, and for independently driving the wheels. The vehicle control system according to claim 2 .

4. The first functional domain is an intelligent driving domain; the second functional domain is a chassis domain; If the central controller fails, the intelligent driving controller in the intelligent driving domain sends deceleration and / or differential control commands to the braking system and steering system in the chassis domain to provide braking and / or steering control to the vehicle. The vehicle control system according to claim 2 .

5. the first functional domain is a kinetic domain; the second functional domain is a chassis domain; If the central controller fails, the drive assemblies in the power domain send deceleration and / or differential control commands to the braking and steering systems in the chassis domain to provide braking and / or steering control to the vehicle; The drive assembly includes a motor controller and a plurality of drive motors provided in one-to-one correspondence with the wheels, and for independently driving the wheels. The vehicle control system according to claim 2 .

6. the first functional domain is a chassis domain; the second functional domain is a dynamic domain; In the event of a failure of the central controller, the steering and / or braking systems in the chassis domain may cause the drive assemblies in the power domain to decelerate and / or or transmitting differential control commands to provide braking and / or steering control to the vehicle; The drive assembly includes a motor controller and a plurality of drive motors provided in one-to-one correspondence with the wheels, and for independently driving the wheels. The vehicle control system according to claim 2 .

7. the control information includes first control information and / or second control information; the first control information instructs the vehicle component to perform a corresponding operation; the second control information instructs the vehicle components to feed back data information to the central controller; The vehicle control system of claim 1 .

8. The central controller further realizes mutual transmission of data between different functional domains. The vehicle control system of claim 1 .

9. the first functional domain is a chassis domain; the second functional domain is a dynamic domain; the central controller, when a braking system and / or a steering system of the chassis domain fails, sends deceleration and / or differential control commands to a drive assembly in the power domain to provide braking and / or steering control to the vehicle; The drive assembly includes a motor controller and a plurality of drive motors provided in one-to-one correspondence with the wheels, and for independently driving the wheels. The vehicle control system of claim 1 .

10. The motor controller determines a reverse torque of the drive motor in response to a deceleration control command and controls the drive motor based on the reverse torque to perform braking control on the vehicle, and / or determines a reverse torque or a forward torque of the drive motor in response to a differential control command and controls the drive motor based on the reverse torque or the forward torque to perform steering control on the vehicle.

10. A vehicle control system according to claim 3, 6 or 9.

11. The plurality of vehicle components include one or more of a drive assembly, a brake system, a steering system, an inertial measurement unit, an intelligent driving controller, a steering wheel rotation angle sensor, a wheel speed sensor, a camera, and a radar; The vehicle control system of claim 1 .

12. The central controller further acquires first data of at least one component in the first functional domain and second data of at least one component in the second functional domain, performs a fusion process on the first data and the second data based on a current state and / or a target state of the vehicle, and transmits first control information to the vehicle components based on the fusion-processed data; The first control information is suitable for instructing a vehicle to perform steering control, lateral control, longitudinal control, or height control. The vehicle control system of claim 1 .

13. the first data representing performance of at least one component within the first functional domain; the second data representing the performance of at least one component within the second functional domain; 13. The vehicle control system of claim 12.

14. the first functional domain is a kinetic domain; the power domain includes a drive assembly; The drive assembly includes a motor controller and a plurality of drive motors provided in one-to-one correspondence with the wheels, and configured to independently drive the wheels; the second functional domain is a chassis domain; the chassis domain includes a braking system and a steering system; the first data includes drive capacity data of a drive assembly in the power domain; the second data includes braking capacity data of a braking system, steering capacity data of a steering system, and suspension damping characteristics of a suspension system in the chassis domain; the central controller performs a fusion process on the first data and the second data based on the current state and / or the target state of the vehicle, and transmits first control information to the vehicle components based on the fusion-processed data; The first control information includes steering fusion control information, yaw fusion control information, longitudinal fusion control information, and suspension height control information.

14. The vehicle control system of claim 13.

15. the central controller performs a fusion process on the first data and the second data based on a current vehicle speed and a target turning radius, and transmits steering fusion control information to vehicle components based on the fusion-processed data; 15. The vehicle control system of claim 14.

16. The central controller When the current vehicle speed is within a first vehicle speed range and the target turning radius is within a first turning radius range, steering control is realized by transmitting steering integration control information to the steering system based on steering capability data of the steering system; when the current vehicle speed is in a second vehicle speed range and the target turning radius is in a second turning radius range, realizing differential steering control by sending steering fusion control information to the steering system, the drive assembly, and the suspension system based on the steering capability data of the steering system, the drive capability data of the drive assembly, and the suspension damping characteristics of the suspension system; When the current vehicle speed is in a third vehicle speed range and the target turning radius is in a third turning radius range, steering fusion control information is sent to the steering system and the drive assembly based on the steering capacity data of the steering system and the drive capacity data of the drive assembly, thereby realizing differential steering control at a steering wheel limit rotation angle; When the current vehicle speed is in a fourth vehicle speed range and the target turning radius is in a fourth turning radius range, realizing differential steering control at a zero rotation angle of the steering wheel by sending steering fusion control information to the drive assembly based on the driving performance data of the drive assembly; the vehicle speed in the first vehicle speed section > the vehicle speed in the second vehicle speed section > the vehicle speed in the third vehicle speed section > the vehicle speed in the fourth vehicle speed section, a turning radius in the first turning radius section > a turning radius in the second turning radius section > a turning radius in the third turning radius section > a turning radius in the fourth turning radius section; 16. The vehicle control system of claim 15.

17. When the current vehicle speed is zero and the target turning radius is zero, the steering fusion control information includes a reverse torque of a drive motor corresponding to an inside steering wheel and a forward torque of a drive motor corresponding to an outside steering wheel, so as to realize an on-the-spot U-turn control at a zero rotation angle of a steering wheel.

17. The vehicle control system of claim 16.

18. The central controller further performs a fusion process on the first data and the second data based on the target yaw torque and the target yaw torque change rate, and transmits yaw fusion control information to the vehicle components based on the fusion-processed data.

15. The vehicle control system of claim 14.

19. The central controller When the target yaw torque is smaller than a predetermined yaw torque, yaw control is realized by sending yaw fusion control information to the drive assembly based on drive capacity data of the drive assembly; When the target yaw torque is equal to or greater than the predetermined yaw torque and the target yaw torque change rate is greater than the predetermined yaw torque change rate, yaw control is realized by sending yaw fusion control information to the drive assembly based on the drive capacity data of the drive assembly; When the target yaw torque is equal to or greater than the predetermined yaw torque and the target yaw torque change rate is equal to or less than the predetermined yaw torque change rate, yaw control is realized by transmitting yaw fusion control information to the brake system based on brake capacity data of the brake system.

20. The vehicle control system of claim 18.

20. The central controller further performs a fusion process on the first data and the second data based on the target longitudinal torque and the target longitudinal torque change rate, and transmits longitudinal fusion control information to the vehicle components based on the fusion-processed data.

15. The vehicle control system of claim 14.

21. The central controller If the target longitudinal torque is a positive torque, longitudinal control is realized by sending longitudinal fusion control information to the drive assembly based on driving capacity data of the drive assembly; When the target longitudinal torque is a negative torque and the target longitudinal torque change rate is greater than a predetermined longitudinal torque change rate, longitudinal control is realized by sending longitudinal fusion control information to the drive assembly based on driving capacity data of the drive assembly; When the target longitudinal torque is a negative torque and the target longitudinal torque change rate is equal to or less than the predetermined longitudinal torque change rate, longitudinal control is realized by transmitting longitudinal fusion control information to the brake system based on brake capacity data of the brake system.

21. The vehicle control system of claim 20.

22. the central controller further transmits suspension height control information to a suspension system in the chassis domain to adjust the suspension height based on the actual ground profile information of each wheel; 15. The vehicle control system of claim 14.

23. the plurality of different functional domains further comprises a third functional domain; The central controller further obtains first data of at least one vehicle part in the first functional domain, second data of at least one vehicle part in the second functional domain, and third data of at least one vehicle part in the third functional domain, and performs a fusion process on the first data, the second data, and the third data to obtain vehicle driving situation information. The vehicle control system of claim 1 .

24. the first data representing a vehicle state obtained from at least one vehicle component within the first functional domain; the second data representing a vehicle state obtained from at least one vehicle component within the second functional domain; the third data representing a vehicle condition obtained from at least one vehicle component within the third functional domain; 24. The vehicle control system of claim 23.

25. the first functional domain is a kinetic domain; the second functional domain is a chassis domain; The third functional domain is an intelligent driving domain; the central controller senses and fuses the first data, the second data, and the third data to obtain vehicle driving situation information; The vehicle driving situation information includes at least vehicle state data, ground state data, or vehicle surrounding space data.

25. The vehicle control system of claim 24.

26. the first data includes a first wheel speed for each wheel; The second data includes a second wheel speed of each wheel, a first six-degree-of-freedom inertial information, and a rotation angle of a steering wheel, and the third data includes a first vehicle speed. the central controller performs fusion to obtain the vehicle state data based on the first wheel speed of each wheel, the second wheel speed of each wheel, the first six-degree-of-freedom inertial information, the rotation angle of the steering wheel, and the first vehicle speed; 26. The vehicle control system of claim 25.

27. The first data further includes a driving torque of each wheel; The second data further includes a brake torque of each wheel and a steering wheel rotation angle; the central controller performs fusion to obtain the vehicle state data based on the first wheel speed of each wheel, the second wheel speed of each wheel, the first six-degree-of-freedom inertia information, the driving torque of each wheel, the braking torque of each wheel, and the steering wheel rotation angle; 27. The vehicle control system of claim 26.

28. The vehicle state data includes a current vehicle speed, and the central controller Fusing the first wheel speed of each wheel, the second wheel speed of each wheel, and the third wheel speed of each wheel of the vehicle parts directly connected to the central controller to obtain a current wheel speed of each wheel; The first six-degree-of-freedom inertial information and the second six-degree-of-freedom inertial information of the vehicle parts directly connected to the central controller are combined to obtain current six-degree-of-freedom inertial information; determining the current vehicle speed based on the current wheel speeds of the wheels, the current six-degree-of-freedom inertial information, the rotation angle of the steering wheel, and the first vehicle speed; 27. The vehicle control system of claim 26.

29. The central controller converting the current wheel speeds of the wheels into initial center-of-gravity vehicle speeds based on the center of gravity of the vehicle based on the current six-degree-of-freedom inertia information and the rotation angle of the steering wheel, and obtaining an average center-of-gravity vehicle speed; determining a motion state of each wheel based on the first vehicle speed and the current wheel speed of each wheel; weighting the center-of-gravity vehicle speed average value and the first vehicle speed based on the motion state of each wheel to obtain a weighted vehicle speed; determining the current vehicle speed based on the weighted vehicle speed, the current six-degree-of-freedom inertial information, and the motion state of each of the wheels; 29. The vehicle control system of claim 28.

30. the vehicle condition data includes an actual vehicle mass; The central controller Fusing the first wheel speed of each wheel, the second wheel speed of each wheel, and the third wheel speed of each wheel of the vehicle parts directly connected to the central controller to obtain a current wheel speed of each wheel; The first six-degree-of-freedom inertial information and the second six-degree-of-freedom inertial information of the vehicle parts directly connected to the central controller are combined to obtain current six-degree-of-freedom inertial information; determining the actual vehicle mass based on the current wheel speed of each of the wheels, the current six-degree-of-freedom inertial information, the steering wheel rotation angle, the driving torque of each of the wheels, and the braking torque of each of the wheels; 28. The vehicle control system of claim 27.

31. the first data includes a first wheel speed of each wheel and a driving torque of each wheel; the second data includes a second wheel speed of each wheel, a brake torque of each wheel, a first six-degree-of-freedom inertia information, and a rotation angle of a steering wheel; the third data includes a first vehicle speed and ground image information; the central controller performs fusion to obtain the ground state data based on the first wheel speed of each wheel, the driving torque of each wheel, the second wheel speed of each wheel, the brake torque of each wheel, the first six-degree-of-freedom inertia information, the rotation angle of the steering wheel, the first vehicle speed, and the ground image information; 26. The vehicle control system of claim 25.

32. the ground condition data includes the actual ground type; The central controller extracting features from the ground image information to obtain ground feature information; Matching the ground feature information with predetermined feature information to obtain the actual ground type; The predetermined feature information and the ground type are in a corresponding relationship.

32. The vehicle control system of claim 31.

33. the ground condition data includes actual ground contact information for each wheel; The central controller determining first ground adhesion information based on the actual ground type; determining second ground contact information of each wheel based on the first wheel speed of each wheel, the second wheel speed of each wheel, the first six-degree-of-freedom inertia information, the rotation angle of the steering wheel, the first vehicle speed, the driving torque of each wheel, and the braking torque of each wheel; determining actual ground contact information for each wheel based on the first ground contact information and the second ground contact information for each wheel; 33. The vehicle control system of claim 32.

34. the central controller determines the first ground contact information based on a mapping relationship between the actual ground type and the predetermined ground type and ground contact information; 34. The vehicle control system of claim 33.

35. The central controller Fusing the first six-degree-of-freedom inertial information and the second six-degree-of-freedom inertial information of the vehicle parts directly connected to the central controller to obtain current six-degree-of-freedom inertial information; amalgamating the first wheel speed of each wheel, the second wheel speed of each wheel, and the third wheel speed of each wheel of the vehicle component directly connected to the central controller to obtain a current wheel speed of each wheel; determining a current vehicle speed based on the current wheel speeds of the wheels, the current six-degree-of-freedom inertial information, the rotation angle of the steering wheel, and the first vehicle speed; determining a dynamic load for each wheel based on the current six-degree-of-freedom inertial information, the steering wheel rotation angle, and the actual vehicle mass; determining a longitudinal force of each wheel based on the driving torque of each wheel and the braking torque of each wheel; determining a slip ratio of each wheel based on a current wheel speed of each wheel and the current vehicle speed; determining second ground contact information for each of the wheels based on the longitudinal force, slip ratio, and dynamic load of each of the wheels; 34. The vehicle control system of claim 33.

36. The central controller determining a motion state of each wheel based on the current vehicle speed and the current wheel speed of each wheel; performing a weighting process on the first ground contact information and the second ground contact information of each wheel based on the motion state of each wheel to obtain actual ground contact information of each wheel; 36. The vehicle control system of claim 35.

37. The central controller If the motion state is a gliding state, the actual ground contact information is determined to be the first ground contact information; If the motion state is a slip state or a sliding state, determining that the actual ground contact information is the second ground contact information.

37. The vehicle control system of claim 36.

38. the central controller further generates a new ground type corresponding to the ground characteristic information when the matching degree between the ground characteristic information and each predetermined characteristic information is smaller than a predetermined matching degree, and updates the mapping relationship between the ground type and the ground contact information based on the ground characteristic information, the new ground type, and the second ground contact information of each wheel.

35. The vehicle control system of claim 34.

39. the ground condition data includes actual ground profile information for each wheel; The central controller Collect height information from the ground image information to obtain ground relief height information; determining actual ground profile information for each wheel based on the ground undulation height information and the trajectory plan information for each wheel; 32. The vehicle control system of claim 31.

40. the third data includes a plurality of pieces of vehicle surrounding environment information; the central controller performs fusion based on the plurality of pieces of vehicle surrounding environment information to obtain the vehicle surrounding space data; 26. The vehicle control system of claim 25.

41. the first functional domain is a kinetic domain; the second functional domain is a chassis domain; The third functional domain is an intelligent driving domain; the central controller performs decision fusion on the first data, the second data, and the third data to obtain trajectory planning information; 25. The vehicle control system of claim 24.

42. the first data includes drive capacity data of a drive assembly in the power domain; the second data includes braking capability data of a braking system and steering capability data of a steering system in the chassis domain; the third data includes a plurality of pieces of vehicle surrounding environment information; the central controller performs fusion based on the plurality of vehicle surrounding environment information to obtain vehicle surrounding space data, performs trajectory planning based on the vehicle surrounding space data to obtain trajectory planning information, and corrects the trajectory planning information based on the driving performance data of the drive assembly, the braking performance data of the brake system, and the steering performance data of the steering system to obtain corrected trajectory planning information; 42. The vehicle control system of claim 41.

43. the first functional domain is a kinetic domain; The vehicle components in the power domain include a drive assembly; The drive assembly includes a motor controller and a plurality of drive motors provided in one-to-one correspondence with the wheels, and configured to independently drive the wheels; the control information includes at least torque distribution information for each drive motor; the central controller transmits the torque distribution information to the motor controller based on a vehicle driving scene. The vehicle control system of claim 1 .

44. the torque distribution information includes at least a target torque of each drive motor, The target torque includes a positive or negative torque and a torque magnitude.

44. The vehicle control system of claim 43.

45. The central controller further obtains a total demand torque of each of the drive motors based on the vehicle driving scene, and allocates the total demand torque based on vehicle state information of the vehicle in the current driving scene to obtain a target torque of each of the drive motors.

45. The vehicle control system of claim 44.

46. the vehicle driving scene includes a vehicle flat tire scene; The central controller obtains a target corrected reverse torque of each of the drive motors based on the vehicle puncture scene, and allocates the target corrected reverse torque based on vehicle state information in the vehicle puncture scene to obtain a target reverse torque of each of the drive motors.

46. ​​The vehicle control system of claim 45.

47. the central controller determines a first corrective reverse torque based on a current vehicle speed, determines a second corrective reverse torque based on a difference between a target yaw rate and a current yaw rate, and determines the target corrective reverse torque based on the first corrective reverse torque and the second corrective reverse torque; 47. The vehicle control system of claim 46.

48. The central controller further determines a reverse torque distribution coefficient for each drive motor based on the vehicle steering state and the vehicle state information, and determines a target reverse torque for each drive motor based on the reverse torque distribution coefficient and the target corrected reverse torque.

47. The vehicle control system of claim 46.

49. The central controller If the vehicle steering state is an understeer state, it is determined that the reverse torque distribution coefficient of the drive motor corresponding to the deflated wheel is zero, the reverse torque distribution coefficient of the drive motor corresponding to the normal wheel is greater than zero, and the reverse torque distribution coefficient of the drive motor corresponding to the normal wheel on the same side as the deflated wheel is the highest; When the vehicle steering state is an oversteer state, it is determined that the reverse torque distribution coefficient of the drive motor corresponding to the punctured wheel is zero, and the reverse torque distribution coefficient of the drive motor corresponding to the normal wheel is greater than zero, and when a front wheel is punctured, the reverse torque distribution coefficient of the drive motor corresponding to the normal wheel coaxial with the punctured wheel is the highest, and when a rear wheel is punctured, the reverse torque distribution coefficient of the drive motor corresponding to the normal front wheel on the opposite side to the punctured wheel is the highest.

49. The vehicle control system of claim 48.

50. The central controller further obtains a total demand torque of each drive motor, and determines a target torque of each drive motor based on the total demand torque of each drive motor and a target reverse torque of each drive motor.

47. The vehicle control system of claim 46.

51. the vehicle driving scene includes a vehicle lift-off scene; When the vehicle is in a levitation state, the central controller uses a motion control algorithm to determine a pre-control torque and a torque correction amount for each wheel based on the target yaw rate, the current yaw rate, the pre-control target wheel speed of each wheel and the current wheel speed, and determines a target torque for each drive motor based on the pre-control torque and the torque correction amount for each wheel; 46. ​​The vehicle control system of claim 45.

52. The central controller When the vehicle is in a lifted state and is not being steered, a target wheel speed correction amount is determined using a first motion control algorithm based on the target yaw rate and the current yaw rate, and the target yaw rate is determined based on the current vehicle speed and steering wheel rotation angle; The central controller further determines the torque correction amount using a second motion control algorithm based on the target wheel speed correction amount, the pre-control target wheel speed, and the current wheel speed, and the pre-control target wheel speed and the pre-control torque are determined based on accelerator information.

52. The vehicle control system of claim 51.

53. The central controller When the vehicle is in a lifted state and performs stationary steering in a driver mode, a target wheel speed correction amount is determined using a first motion control algorithm based on the target yaw rate and the current yaw rate, and the target yaw rate is determined based on accelerator information and an initial target yaw rate; the central controller further determines the torque correction amount using a second motion control algorithm based on the target wheel speed correction amount, the pre-control target wheel speed, and the current wheel speed, and the pre-control target wheel speed and the pre-control torque are determined based on the target yaw rate.

52. The vehicle control system of claim 51.

54. The central controller When the vehicle is in a floating state and the vehicle is turned stationary in automatic mode, the target rotation angle of the vehicle, determining a target wheel speed correction amount using a first motion control algorithm based on the target yaw rate and the current yaw rate; determining the torque correction amount using a second motion control algorithm based on the target wheel speed correction amount, the pre-control target wheel speed, and the current wheel speed, and the pre-control target wheel speed and the pre-control torque are determined based on the target yaw rate; 52. The vehicle control system of claim 51.

55. the vehicle driving scene includes a vehicle slip prevention scene; When the vehicle is in the vehicle slip prevention scene, the central controller obtains the adjustment torque of each wheel, determines a front axle adjustment torque and a rear axle adjustment torque based on the adjustment torque of each wheel, and determines a target torque of each driving motor based on the front axle adjustment torque and the rear axle adjustment torque; 46. ​​The vehicle control system of claim 45.

56. The central controller When at least one of the front axle wheels slips, the front axle adjustment torque is determined based on a maximum adjustment torque at the front axle wheels, and the rear axle adjustment torque is determined based on a maximum adjustment torque at the front axle wheels and the rear axle wheels; If none of the front axle wheels are slipping, determine the rear axle adjusting torque based on the maximum adjusting torque of the rear axle wheels, and set the front axle adjusting torque to zero; 56. The vehicle control system of claim 55.

57. The central controller When the torque directions of the inside steering wheel and the outside steering wheel of the vehicle are opposite, determine a target torque of the drive motor corresponding to the front axle wheel based on the wheel end torque before the anti-slip control of the front axle wheel is intervened and the front axle adjustment torque, and determine a target torque of the drive motor corresponding to the rear axle wheel based on the wheel end torque before the anti-slip control of the rear axle wheel is intervened and the rear axle adjustment torque; When the torque directions of the inside steering wheel and the outside steering wheel of the vehicle are the same, a target torque of the drive motor corresponding to the front axle wheels is determined based on the relationship between zero and a difference between the wheel end torque of the front axle wheels before anti-slip control intervention and the front axle adjustment torque, and a target torque of the drive motor corresponding to the rear axle wheels is determined based on the relationship between zero and a difference between the wheel end torque of the rear axle wheels before anti-slip control intervention and the rear axle adjustment torque.

56. The vehicle control system of claim 55.

58. The central controller further identifies the vehicle driving scene.

44. The vehicle control system of claim 43.

59. The central controller further acquires first data of at least one vehicle part in the first functional domain and second data of at least one vehicle part in the second functional domain, performs a fusion process on the first data and the second data to acquire fusion data, and identifies the vehicle driving scene based on the fusion data.

59. The vehicle control system of claim 58.

60. the vehicle driving scene includes a vehicle flat tire scene; the second functional domain is a chassis domain; The central controller acquires first data of at least one vehicle part in the power domain and second data of at least one vehicle part in the chassis domain, performs a fusion process on the first data and the second data to acquire fusion data, and identifies the vehicle puncture scene based on the fusion data.

60. The vehicle control system of claim 59.

61. the first data includes a first wheel speed of each wheel, and the second data includes a second wheel speed of each wheel; The central controller amalgamating the first wheel speed of each wheel, the second wheel speed of each wheel, and the third wheel speed of each wheel of the vehicle component directly connected to the central controller to obtain a current wheel speed of each wheel; determining a first wheel speed difference and a deviation of the plurality of wheel speed differences for each wheel based on the current wheel speed of each wheel; identifying the vehicle puncture scene and vehicle state information in the vehicle puncture scene based on the first wheel speed difference and a deviation between the plurality of wheel speed differences for each wheel; 61. The vehicle control system of claim 60.

62. The second data further includes tire pressures of each wheel; The central controller further identifies the vehicle puncture scene and vehicle state information in the vehicle puncture scene based on the first wheel speed difference of each wheel, a deviation of a plurality of wheel speed differences, and a tire pressure.

62. The vehicle control system of claim 61.

63. the plurality of different functional domains further comprises a third functional domain; The central controller further acquires first data of at least one vehicle part in the first functional domain, second data of at least one vehicle part in the second functional domain, and third data of at least one vehicle part in the third functional domain, performs a fusion process on the first data, the second data, and the third data to acquire fusion data, and identifies the vehicle driving scene based on the fusion data.

59. The vehicle control system of claim 58.

64. the vehicle driving scene includes a vehicle lift-off scene; the second functional domain is a chassis domain; The third functional domain is an intelligent driving domain; The central controller obtains first data of at least one vehicle part in the power domain, second data of at least one vehicle part in the chassis domain, and third data of at least one vehicle part in the intelligent driving domain, performs a fusion process on the first data, the second data, and the third data to obtain fusion data, and identifies the vehicle takeoff scene based on the fusion data.

64. The vehicle control system of claim 63.

65. the first data includes a first wheel speed for each wheel; the second data includes a second wheel speed of each wheel, a suspension height of each wheel, a first six-degree-of-freedom inertial information, and a rotation angle of a steering wheel; the third data includes a first vehicle speed and a wading depth of each wheel; The central controller amalgamating the first wheel speed of each wheel, the second wheel speed of each wheel, and the third wheel speed of each wheel of the vehicle component directly connected to the central controller to obtain a current wheel speed of each wheel; determining a current vehicle speed based on the current wheel speeds of the wheels, the first six-degree-of-freedom inertial information, the rotation angle of the steering wheel, and the first vehicle speed; determining a slip state of each wheel based on the current wheel speed of each wheel and the current vehicle speed, and determining a suspension load state of each wheel based on the suspension height of each wheel; Determine determining whether the vehicle is in the vehicle lift scene based on the slip state of each wheel, the suspension load state, and the wading depth; 65. The vehicle control system of claim 64.

66. the vehicle driving scene includes a vehicle slip prevention scene; the second functional domain is a chassis domain; The third functional domain is an intelligent driving domain; The central controller obtains first data of at least one vehicle part in the power domain, second data of at least one vehicle part in the chassis domain, and third data of at least one vehicle part in the intelligent driving domain, performs a fusion process on the first data, the second data, and the third data to obtain fusion data, and determines whether the vehicle is in the vehicle anti-skid scene based on the fusion data; 64. The vehicle control system of claim 63.

67. the first data includes a driving torque of each wheel and a first wheel speed of each wheel; the second data includes a second wheel speed of each wheel, a first six-degree-of-freedom inertial information, a rotation angle of a steering wheel, and a brake depth of a brake pedal; the third data includes a first vehicle speed; The central controller amalgamating the first wheel speed of each wheel, the second wheel speed of each wheel, and the third wheel speed of each wheel of the vehicle component directly connected to the central controller to obtain a current wheel speed of each wheel; determining a current vehicle speed based on the current wheel speeds of the wheels, the first six-degree-of-freedom inertial information, the rotation angle of the steering wheel, and the first vehicle speed; Determine whether the vehicle is in a differential operation state based on the driving torque of each wheel, and determine whether the vehicle satisfies a slip prevention control intervention condition based on the braking depth of the brake pedal, the current wheel speed of each wheel, and the current vehicle speed; When the vehicle is in a differential operation state and the conditions for slip prevention control intervention are satisfied, it is determined that the vehicle is in the vehicle slip prevention scene; 67. The vehicle control system of claim 66.

68. A vehicle control system comprising: vehicle.

69. The vehicle control system according to any one of claims 1 to 67, identifying, by the central controller, a vehicle driving scene; sending, by the central controller, control information to at least one vehicle component based on the vehicle driving scene; Including, Vehicle control method.

Images