Chassis integrated control system and method, and device, medium and program product

Abstract

A chassis integrated control system, comprising: a chassis integrated controller (100), and a wheel-steering electric motor assembly (210), an electromechanical brake caliper assembly (310), a wheel-side drive electric motor assembly (410), an adjustable shock-absorber assembly (510), a wheel-speed sensor (710), a front-view camera assembly (720), a height sensor (730), etc., which are connected to the chassis integrated controller (100) by means of a hard wire, wherein the chassis integrated controller (100) processes a signal, and uses a processing result to control the wheel-steering electric motor assembly (210), the wheel-side drive electric motor assembly (410), the electromechanical brake caliper assembly (310) and the adjustable shock-absorber assembly (510). Further disclosed are a chassis integrated control method, an electronic device, a computer-readable storage medium and a computer program product.

Description

Chassis integrated control system, method, device, medium and program product

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] The present disclosure claims priority to Chinese patent application 202310822640.X, filed on July 5, 2023, entitled “Chassis Integrated Control System and Method,” the entire contents of which are incorporated herein by reference. Technical Field

[0003] The present disclosure belongs to the field of automobile technology, and in particular relates to a chassis integrated control system, method, device, medium and program product. Background Art

[0004] Currently, most vehicle chassis electronic control systems are single-function, independent systems, such as the electronic steering system (EPS), electronic stability control system (ESC), adjustable damping and shock absorption system (CDC), etc. Each system can only realize its own steering, braking or damping adjustment functions, and each system operates independently according to established logic.

[0005] Summary of the Invention

[0006] The present disclosure provides a chassis integrated control system, including:

[0007] a chassis integrated controller, and a wheel steering motor assembly, an electronic mechanical brake caliper assembly, a wheel-side drive motor assembly, an adjustable shock absorber assembly, a wheel speed sensor, a front-view camera assembly, a height sensor, an inertial navigation sensor, a steering wheel angle sensor, a steering wheel torque sensor, a brake pedal displacement sensor, an accelerator pedal displacement sensor, and a brake pedal switch connected to the chassis integrated controller via hard wiring;

[0008] The wheel steering motor assembly is used to provide a wheel angle signal to the chassis integrated controller, the electromechanical brake caliper assembly is used to provide an electromechanical brake caliper clamping force signal to the chassis integrated controller, the wheel side drive motor assembly is used to provide a drive torque signal to the chassis integrated controller, the wheel speed sensor is used to provide a wheel speed signal to the chassis integrated controller, the front view camera assembly is used to provide a front view camera image signal to the chassis integrated controller, the height sensor is used to provide a suspension height signal to the chassis integrated controller, the inertial navigation sensor is used to provide a vehicle body acceleration signal and angular velocity signal to the chassis integrated controller, the steering wheel angle sensor is used to provide a steering wheel angle signal to the chassis integrated controller, the steering wheel torque sensor is used to provide a torque signal applied to the steering wheel by the driver to the chassis integrated controller, the brake pedal displacement sensor is used to provide a brake pedal displacement signal to the chassis integrated controller, the accelerator pedal displacement sensor is used to provide an accelerator pedal displacement signal to the chassis integrated controller, the brake pedal switch is used to provide a brake pedal depression status signal to the chassis integrated controller, and the chassis integrated controller is used to:

[0009] In the absence of a target signal provided by a target component among the multiple components, the target signal is set as the first signal, and the signals of the multiple components obtained and the first signal are fused using a Kalman filter and a multi-degree-of-freedom vehicle model to obtain dynamic parameters of the vehicle, where the target signal is a signal provided by any one of the multiple components;

[0010] Performing a logical judgment on the driver's intention using the first signal related to the driver to obtain the driver's intention information;

[0011] Input the intention information and vehicle parameter information into a preset linear vehicle model to obtain the target dynamic parameters of the vehicle;

[0012] Constructing a cost function, inputting the target dynamic parameters, vehicle body comfort target values, and dynamic parameters into the cost function and the degree-of-freedom vehicle model, and determining the target front wheel steering angle, target rear wheel steering angle, target wheel driving and braking torques, and target shock absorber additional force;

[0013] The target front wheel angle and target rear wheel angle are used to control the wheel steering motor assembly, the target wheel driving and braking torques are used to control the wheel side drive motor and the electronic mechanical brake caliper assembly respectively, and the target shock absorber additional force is used to control the adjustable shock absorber.

[0014] The present disclosure also provides a chassis integration control method, including:

[0015] Acquire signals from multiple components, including a rotation angle signal, an electromechanical brake caliper clamping force signal, a torque signal, a speed signal, an image signal, a suspension height signal, an acceleration signal, an angular velocity signal, a displacement signal, and a brake pedal depression state signal;

[0016] In the absence of a target signal provided by a target component among the multiple components, the target signal is set as the first signal, and the signals of the multiple components obtained and the first signal are fused using a Kalman filter and a multi-degree-of-freedom vehicle model to obtain dynamic parameters of the vehicle, where the target signal is a signal provided by any one of the multiple components;

[0017] Performing a logical judgment on the driver's intention using the first signal related to the driver to obtain the driver's intention information;

[0018] Input the intention information and vehicle parameter information into a preset linear vehicle model to obtain the target dynamic parameters of the vehicle;

[0019] Constructing a cost function, inputting the target dynamic parameters, vehicle body comfort target values, and dynamic parameters into the cost function and the degree-of-freedom vehicle model, and determining the target front wheel steering angle, target rear wheel steering angle, target wheel driving and braking torques, and target shock absorber additional force;

[0020] The target front wheel angle and target rear wheel angle are used to control the wheel steering motor assembly, the target wheel driving and braking torques are used to control the wheel side drive motor and the electronic mechanical brake caliper assembly respectively, and the target shock absorber additional force is used to control the adjustable shock absorber.

[0021] The present disclosure also provides an electronic device, including:

[0022] a processor and a memory storing computer program instructions;

[0023] When the processor executes the computer program instructions, it implements any one of the above-mentioned chassis integrated control methods.

[0024] An embodiment of the present disclosure further provides a computer storage medium, wherein the computer-readable storage medium stores computer program instructions, and when the computer program instructions are executed by a processor, any one of the above-mentioned chassis integration control methods is implemented.

[0025] An embodiment of the present disclosure further provides a computer program product, characterized in that when instructions in the computer program product are executed by a processor of an electronic device, the electronic device is enabled to execute any one of the above-mentioned chassis integration control methods. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] In order to more clearly illustrate the technical solutions of the embodiments of the present disclosure, the following briefly introduces the drawings required for use in the embodiments of the present disclosure. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0027] FIG1 is a schematic structural diagram of a chassis integrated control system provided by one embodiment of the present disclosure;

[0028] FIG2 is a schematic structural diagram of a chassis integrated control system provided by another embodiment of the present disclosure;

[0029] FIG3 is a schematic structural diagram of a chassis integrated control system provided by another embodiment of the present disclosure;

[0030] FIG4 is a schematic structural diagram of a chassis integrated control system provided by yet another embodiment of the present disclosure;

[0031] FIG5 is a schematic structural diagram of a chassis integrated control system provided by yet another embodiment of the present disclosure;

[0032] FIG6 is a schematic structural diagram of a chassis integrated control system provided by yet another embodiment of the present disclosure;

[0033] FIG7 is a schematic structural diagram of a chassis integrated control system provided by yet another embodiment of the present disclosure;

[0034] FIG8 is a schematic structural diagram of a chassis integrated control system provided by yet another embodiment of the present disclosure;

[0035] FIG9 is a flow chart of a chassis integration control method provided in yet another embodiment of the present disclosure;

[0036] FIG10 is a schematic structural diagram of an electronic device provided in yet another embodiment of the present disclosure. DETAILED DESCRIPTION

[0037] The features and exemplary embodiments of various aspects of the present disclosure will be described in detail below. In order to make the purposes, technical solutions and advantages of the present disclosure clearer, the present disclosure will be further described in detail below in conjunction with the accompanying drawings and specific embodiments. It should be understood that the specific embodiments described herein are only intended to explain the present disclosure, rather than to limit the present disclosure. For those skilled in the art, the present disclosure can be implemented without the need for some of these specific details. The following description of the embodiments is merely to provide a better understanding of the present disclosure by illustrating examples of the present disclosure.

[0038] It should be noted that, in this document, relational terms such as first and second, etc., are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the terms "comprises," "comprising," or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article, or device comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or elements inherent to such process, method, article, or device. In the absence of further limitations, the elements defined by the phrase "comprising..." do not exclude the presence of other identical elements in the process, method, article, or device comprising the elements.

[0039] Currently, most vehicle chassis electronic control systems are single-function, independent systems, such as the electronic steering system (EPS), electronic stability control (ESC), and adjustable damping system (CDC). Each system can only perform its own steering, braking, or damping adjustment functions, and each system operates independently according to established logic. As a result, if a chassis electronic control system fails, other chassis electronic control systems lack the functions of the failed electronic control system, resulting in the vehicle losing the vehicle functions that the failed electronic control system was originally intended to provide.

[0040] In order to solve the problems in the prior art, the embodiments of the present disclosure provide a chassis integrated control system and method. The chassis integrated control system provided by the embodiments of the present disclosure is first introduced below.

[0041] Figure 1 shows a schematic diagram of the chassis integrated control system provided by one embodiment of the present disclosure. As shown in Figure 1, the chassis integrated control system provided by the embodiment of the present disclosure includes: a chassis integrated controller 100, and a wheel steering motor assembly 210, an electromechanical brake caliper assembly 310, a wheel side drive motor assembly 410, an adjustable shock absorber assembly 510, a wheel speed sensor 710, a front view camera assembly 720, a height sensor 730, an inertial navigation sensor 740, a steering wheel angle sensor 750, a steering wheel torque sensor 760, a brake pedal displacement sensor 770, an accelerator pedal displacement sensor 780, and a brake pedal switch 790, all connected to the chassis integrated controller 100 via hard wires.

[0042] Among them, the wheel steering motor assembly 210 is used to provide the chassis integrated controller 100 with a wheel angle signal, the electronic mechanical brake caliper assembly 310 is used to provide the chassis integrated controller 100 with an electronic mechanical brake caliper clamping force signal, the wheel side drive motor assembly 410 is used to provide the chassis integrated controller 100 with a driving torque signal, the wheel speed sensor 710 is used to provide the chassis integrated controller 100 with a wheel speed signal, the front view camera assembly 720 is used to provide the chassis integrated controller 100 with a front view camera image signal, the height sensor 730 is used to provide the chassis integrated controller 100 with a suspension height signal, and the inertial navigation sensor 740 is used to provide the chassis integrated controller 100 with a front view camera image signal. The chassis integrated controller 100 provides an acceleration signal and an angular velocity signal of the vehicle body. The steering wheel angle sensor 750 is used to provide a steering wheel angle signal to the chassis integrated controller 100. The steering wheel torque sensor 760 is used to provide a torque signal applied by the driver to the steering wheel to the chassis integrated controller 100. The brake pedal displacement sensor 770 is used to provide a brake pedal displacement signal to the chassis integrated controller 100. The accelerator pedal displacement sensor 780 is used to provide an accelerator pedal displacement signal to the chassis integrated controller 100. The brake pedal switch 790 is used to provide a brake pedal depressed state signal to the chassis integrated controller 100. The chassis integrated controller 100 is used to:

[0043] In the absence of a target signal provided by a target component among the multiple components, the target signal is set as the first signal, and the signals of the multiple components obtained and the first signal are fused using a Kalman filter and a multi-degree-of-freedom vehicle model to obtain dynamic parameters of the vehicle, where the target signal is a signal provided by any one of the multiple components;

[0044] Performing a logical judgment on the driver's intention using the first signal related to the driver to obtain the driver's intention information;

[0045] Input the intention information and vehicle parameter information into a preset linear vehicle model to obtain the target dynamic parameters of the vehicle;

[0046] Constructing a cost function, inputting the target dynamic parameters, vehicle body comfort target values, and dynamic parameters into the cost function and the degree-of-freedom vehicle model, and determining the target front wheel steering angle, target rear wheel steering angle, target wheel driving and braking torques, and target shock absorber additional force;

[0047] The target front wheel angle and the target rear wheel angle are used to control the wheel steering motor assembly 210, the target wheel driving and braking torques are used to control the wheel side drive motor 410 and the electronic mechanical brake caliper assembly 310 respectively, and the target shock absorber additional force is used to control the adjustable shock absorber 510.

[0048] The chassis integrated control system provided by the embodiment of the present disclosure includes: a chassis integrated controller, and a wheel steering motor assembly, an electronic mechanical brake caliper assembly, a wheel side drive motor assembly, an adjustable shock absorber assembly, a wheel speed sensor, a front view camera assembly, a height sensor, an inertial navigation sensor, a steering wheel angle sensor, a steering wheel torque sensor, a brake pedal displacement sensor, an accelerator pedal displacement sensor, and a brake pedal switch, which are connected to the chassis integrated controller through hard wires; the wheel steering motor assembly is used to provide a wheel angle signal to the chassis integrated controller, and the electronic mechanical brake caliper assembly is used to provide an electronic mechanical brake caliper clamping force signal to the chassis integrated controller. The side drive motor assembly is used to provide the chassis integrated controller with a driving torque signal, the wheel speed sensor is used to provide the chassis integrated controller with a wheel speed signal, the front view camera assembly is used to provide the chassis integrated controller with a front view camera image signal, the height sensor is used to provide the chassis integrated controller with a suspension height signal, the inertial navigation sensor is used to provide the chassis integrated controller with a vehicle body acceleration signal and angular velocity signal, the steering wheel angle sensor is used to provide the chassis integrated controller with a steering wheel angle signal, the steering wheel torque sensor is used to provide the chassis integrated controller with a torque signal applied by the driver to the steering wheel, and the brake pedal displacement sensor is used to provide the chassis integrated controller with a vehicle body acceleration signal and angular velocity signal. The controller provides a brake pedal displacement signal, the accelerator pedal displacement sensor is used to provide an accelerator pedal displacement signal to the chassis integrated controller, the brake pedal switch is used to provide a brake pedal depressed state signal to the chassis integrated controller, and the chassis integrated controller is used to: in the absence of a target signal provided by a target component among multiple components, set the target signal to a first signal, use Kalman filtering and a multi-degree-of-freedom vehicle model to fuse the signals of the multiple components obtained and the first signal to obtain the dynamic parameters of the vehicle, the target signal is a signal provided by any one of the multiple components; use the first signal related to the driver to analyze the driver's intention Logical reasoning is performed to obtain the driver's intention information. This intention information and vehicle parameter information are input into a preset linear vehicle model to obtain the vehicle's target dynamic parameters. A cost function is constructed, and the target dynamic parameters, vehicle body comfort target value, and dynamic parameters are input into the cost function and the degree-of-freedom vehicle model to determine the target front wheel angle, target rear wheel angle, target wheel drive and braking torque, and target shock absorber additional force. The target front wheel angle and target rear wheel angle are used to control the wheel steering motor assembly, the target wheel drive and braking torque are used to control the wheel side drive motor and electro-mechanical brake caliper assembly, and the target shock absorber additional force is used to control the adjustable shock absorber. In this way, the chassis integrated controller is connected to multiple components. If the signal provided by any of the multiple components is lost, the target value of the vehicle kinematic parameters is determined based on the remaining signals. The vehicle components are controlled according to the target value. In the event of a vehicle component failure, the remaining components can coordinate to provide the functions provided by the vehicle's failed electronic control system, thus achieving vehicle control stability.

[0049] It is to be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the disclosure.

[0050] FIG2 illustrates a schematic diagram of the chassis integrated control system according to another embodiment of the present disclosure. As shown in FIG2 , the wheel steering motor assembly 210 includes a front wheel steering motor assembly 211 and a rear wheel steering motor assembly 212. The motors in the wheel steering motor assembly 210 may be, but are not limited to, permanent magnet synchronous motors. The motor drive lines are connected to and controlled by the chassis integrated controller 100 via hardwires, enabling motor angle, speed, and torque control. The wheel steering motor assembly 210 includes a motor angle sensor. The sensor's signal line, power line, and ground line are connected to the chassis integrated controller 100 via hardwires, enabling direct or indirect acquisition of motor angle signals. The front wheel steering motor assembly 211 and the rear wheel steering motor assembly 212 can each be connected to the chassis integrated controller 100 via hardwires. The wheel steering motor assembly 210 converts the collected sensor signals into wheel angle signals, which are then provided to the chassis integrated controller 100.

[0051] The electromechanical brake caliper assembly 310 may include an electromechanical brake caliper assembly 311, an electromechanical brake caliper assembly 312, an electromechanical brake caliper assembly 313, and an electromechanical brake caliper assembly 314. The motor in the electromechanical brake caliper assembly 310 may be, but is not limited to, a permanent magnet synchronous motor. The motor's drive line is connected to and controlled by the chassis integrated controller 100 via hard wiring, enabling motor angle, speed, and torque control. The electromechanical brake caliper assembly 310 includes a motor angle sensor. The sensor's signal line, power line, and ground line are connected to the chassis integrated controller 100 via hard wiring to directly or indirectly collect the motor angle signal. The electromechanical brake caliper assembly 310 includes a force sensor. The sensor's signal line, power line, and ground line are connected to the chassis integrated controller 100 via hard wiring to directly or indirectly collect the electromechanical brake caliper's clamping force signal. The electromechanical brake caliper assembly 310 is used to provide the electromechanical brake caliper's clamping force signal to the chassis integrated controller 100. The electromechanical brake caliper assembly 311, the electromechanical brake caliper assembly 312, the electromechanical brake caliper assembly 313, and the electromechanical brake caliper assembly 314 can be connected to the chassis integrated controller 100 via hard wires. The electromechanical brake caliper assembly 311, the electromechanical brake caliper assembly 312, the electromechanical brake caliper assembly 313, and the electromechanical brake caliper assembly 314 can each be used to provide an electromechanical brake caliper clamping force signal to the chassis integrated controller 100.

[0052] Wheel-side drive motor assembly 410 may include wheel-side drive motor assembly 411, wheel-side drive motor assembly 412, wheel-side drive motor assembly 413, and wheel-side drive motor assembly 414. The motor in wheel-side drive motor assembly 410 may be, but is not limited to, a permanent magnet synchronous motor. The motor's drive line is connected to and controlled by wheel-side motor controller assembly 400 via a hard wire to achieve motor speed or torque control. Wheel-side drive motor assembly 410 includes a motor angle sensor. The sensor's signal line, power line, and ground line are connected to wheel-side motor controller assembly 400 via a hard wire to achieve direct or indirect acquisition of the motor angle signal. Among them, the wheel-side drive motor assembly 411, the wheel-side drive motor assembly 412, the wheel-side drive motor assembly 413 and the wheel-side drive motor assembly 414 can be respectively connected to the chassis integrated controller 100 through hard lines, and the collected sensor signals can be converted into drive torque signals. The wheel-side drive motor assembly 411, the wheel-side drive motor assembly 412, the wheel-side drive motor assembly 413 and the wheel-side drive motor assembly 414 can respectively be used to provide drive torque signals to the chassis integrated controller 100.

[0053] The wheel speed sensor 710 may include a wheel speed sensor 711, a wheel speed sensor 712, a wheel speed sensor 713 and a wheel speed sensor 714. The signal line, power line and ground line of the wheel speed sensor 710 are connected to the chassis integrated controller 100 through hard wires to realize direct or indirect collection of wheel speed signals. The wheel speed sensor 711, the wheel speed sensor 712, the wheel speed sensor 713 and the wheel speed sensor 714 can be used to provide wheel speed signals to the chassis integrated controller 100 respectively.

[0054] The signal line of the front-view camera assembly 720 is connected to the chassis integrated controller 100 via a hard line to realize image data collection of the road surface in front of the vehicle. The front-view camera assembly 720 is used to provide the front-view camera image signal to the chassis integrated controller 100.

[0055] The height sensor 730 may include a height sensor 731, a height sensor 732, a height sensor 733 and a height sensor 734. The signal line, power line and ground line of the height sensor 730 are connected to the chassis integrated controller 100 through a hard line to realize direct or indirect collection of the height distance signal between the wheel and the vehicle body. The height sensor 731, the height sensor 732, the height sensor 733 and the height sensor 734 are used to provide the suspension height signal to the chassis integrated controller 100.

[0056] The signal line, power line, and ground line of the inertial navigation sensor 740 are connected to the chassis integrated controller 100 through hard wires to directly or indirectly collect the acceleration signals and angular velocity signals of the vehicle body in the X, Y, and Z directions. The inertial navigation sensor 740 is used to provide the chassis integrated controller 100 with the acceleration signals and angular velocity signals of the vehicle body.

[0057] The signal line, power line and ground line of the steering wheel angle sensor 750 are connected to the chassis integrated controller 100 through hard wires to realize direct or indirect collection of the steering wheel angle signal. The steering wheel angle sensor 750 is used to provide the steering wheel angle signal to the chassis integrated controller 100.

[0058] The signal line, power line, and ground line of the steering wheel torque sensor 760 are connected to the chassis integrated controller 100 through hard wires to directly or indirectly collect the torque signal applied by the driver to the steering wheel. The steering wheel torque sensor 760 is used to provide the chassis integrated controller 100 with the torque signal applied by the driver to the steering wheel.

[0059] The signal line, power line and ground line of the brake pedal displacement sensor 770 are connected to the chassis integrated controller 100 through hard wires to realize direct or indirect collection of the brake pedal displacement signal. The brake pedal displacement sensor 770 is used to provide the brake pedal displacement signal to the chassis integrated controller 100.

[0060] The signal line, power line and ground line of the accelerator pedal displacement sensor 780 are connected to the chassis integrated controller 100 through hard wires to realize direct or indirect collection of the accelerator pedal displacement signal. The accelerator pedal displacement sensor 780 is used to provide the accelerator pedal displacement signal to the chassis integrated controller 100.

[0061] The signal line, power line, and ground line of the brake pedal switch 790 are connected to the chassis integrated controller 100 via hard wiring, enabling direct or indirect acquisition of the brake pedal depression status signal. The brake pedal switch 790 is used to provide the brake pedal depression status signal to the chassis integrated controller 100. The brake pedal switch circuit can be composed of a signal line, a power line, and a ground line; a power line and a ground line, with one line carrying the signal information; or a separate power line that also carries the signal information.

[0062] The chassis integrated controller 100 is used for:

[0063] In the absence of a target signal provided by a target component among the multiple components, the target signal is set as the first signal, and the signals of the multiple components obtained and the first signal are fused using a Kalman filter and a multi-degree-of-freedom vehicle model to obtain dynamic parameters of the vehicle, where the target signal is a signal provided by any one of the multiple components;

[0064] Performing a logical judgment on the driver's intention using the first signal related to the driver to obtain the driver's intention information;

[0065] Input the intention information and vehicle parameter information into a preset linear vehicle model to obtain the target dynamic parameters of the vehicle;

[0066] Constructing a cost function, inputting the target dynamic parameters, vehicle body comfort target values, and dynamic parameters into the cost function and the degree-of-freedom vehicle model, and determining the target front wheel steering angle, target rear wheel steering angle, target wheel driving and braking torques, and target shock absorber additional force;

[0067] The target front wheel angle and the target rear wheel angle are used to control the wheel steering motor assembly 210, the target wheel driving and braking torques are used to control the wheel side drive motor 410 and the electronic mechanical brake caliper assembly 310 respectively, and the target shock absorber additional force is used to control the adjustable shock absorber 510.

[0068] Among them, the adjustable shock absorber 510 includes an adjustable shock absorber 511, an adjustable shock absorber 512, an adjustable shock absorber 513 and an adjustable shock absorber 514. The adjustable shock absorber 511, the adjustable shock absorber 512, the adjustable shock absorber 513 and the adjustable shock absorber 514 can be respectively connected to the chassis integrated controller 100 through hard lines and controlled by it to realize the damping adjustment function of the adjustable shock absorber.

[0069] In this way, the chassis integrated controller is connected to multiple components. When the signal provided by any one of the multiple components cannot be obtained, the target value of the vehicle kinematic parameters is determined by the remaining signals, and the vehicle components are controlled according to the target value. In the event that a component of the vehicle loses its function, the remaining components can be coordinated to provide the functions provided by the vehicle's failed electronic control system, thereby achieving stability in vehicle control.

[0070] FIG3 shows a schematic diagram of the structure of a chassis integrated control system provided by another embodiment of the present disclosure. As shown in FIG3 , the system may further include:

[0071] The road sense motor assembly 220 is connected to the chassis integrated controller 100 via a hard line, and is used to provide the chassis integrated controller 100 with a torque signal applied by the driver to the steering wheel.

[0072] In some embodiments of the present disclosure, the motor in the road sense motor assembly 220 can be, but is not limited to, a permanent magnet synchronous motor. The drive line of the motor is connected to the chassis integrated controller 100 via a hard wire and is controlled by it to achieve motor angle, speed control and torque control. The road sense motor assembly 220 includes a motor angle sensor, and the signal line, power line and ground line of the sensor are connected to the chassis integrated controller 100 via a hard wire to achieve direct or indirect collection of the motor angle signal. The road sense motor assembly 220 includes a torque sensor, and the signal line, power line and ground line of the sensor are connected to the chassis integrated controller 100 via a hard wire to achieve direct or indirect collection of the motor output torque signal. The road sense motor assembly 220 can convert the collected sensor signal into a torque signal applied by the driver to the steering wheel. The road sense motor assembly 220 is used to provide the chassis integrated controller 100 with the torque signal applied by the driver to the steering wheel.

[0073] In this way, the torque signal applied by the driver to the steering wheel can also be provided through the road sense motor assembly.

[0074] FIG4 shows a schematic structural diagram of a chassis integrated control system provided by yet another embodiment of the present disclosure. As shown in FIG4 , the system may further include:

[0075] The wheel-side motor controller assembly 400 is connected to the chassis integrated controller 100 via a communication bus and is connected to the wheel-side drive motor assembly 410 via a hard line, and is used to control the speed and torque of the motor in the wheel-side drive motor assembly 410.

[0076] In the embodiment provided by the present disclosure, the wheel-side motor controller assembly is connected to the chassis integrated controller 100 via a communication bus. The communication bus can be a controller area network (CAN) or CANFD bus, Flexray bus or Ethernet bus.

[0077] In the embodiments provided herein, the wheel-side drive motor assembly 411, the wheel-side drive motor assembly 412, the wheel-side drive motor assembly 413, and the wheel-side drive motor assembly 414 can be connected to the wheel-side motor controller assembly 400 via hard wires. The wheel-side motor controller assembly 400 is used to control the speed and torque of the motors in the wheel-side drive motor assembly 411, the wheel-side drive motor assembly 412, the wheel-side drive motor assembly 413, and the wheel-side drive motor assembly 414.

[0078] In this way, the speed and torque of the motor in the wheel-side drive motor assembly are controlled by the wheel-side motor controller assembly, which can reduce the processing pressure of the chassis integrated controller.

[0079] FIG5 shows a schematic structural diagram of a chassis integrated control system provided by another embodiment of the present disclosure. As shown in FIG5 , a chassis integrated controller 100 includes a wheel speed signal processing circuit 106 and a micro control unit 120;

[0080] The wheel speed sensor 710 is connected to the micro control unit 120 via the wheel speed signal processing circuit 106;

[0081] The wheel speed signal processing circuit 106 is used to convert the wheel speed signal into a target wheel speed signal so that the micro control unit 120 can recognize the target wheel speed signal;

[0082] The micro control unit 120 is used to:

[0083] In the absence of a target signal provided by a target component among the multiple components, the target signal is set as the first signal, and the signals of the multiple components obtained and the first signal are fused using a Kalman filter and a multi-degree-of-freedom vehicle model to obtain dynamic parameters of the vehicle, where the target signal is a signal provided by any one of the multiple components;

[0084] Performing a logical judgment on the driver's intention using the first signal related to the driver to obtain the driver's intention information;

[0085] Input the intention information and vehicle parameter information into a preset linear vehicle model to obtain the target dynamic parameters of the vehicle;

[0086] Constructing a cost function, inputting the target dynamic parameters, vehicle body comfort target values, and dynamic parameters into the cost function and the degree-of-freedom vehicle model, and determining the target front wheel steering angle, target rear wheel steering angle, target wheel driving and braking torques, and target shock absorber additional force;

[0087] The target front wheel angle and target rear wheel angle are used to control the wheel steering motor assembly, the target wheel driving and braking torques are used to control the wheel side drive motor and the electronic mechanical brake caliper assembly respectively, and the target shock absorber additional force is used to control the adjustable shock absorber.

[0088] In the embodiment provided by the present disclosure, as shown in FIG5 , the wheel speed signal transmitted by the signal line of the wheel speed sensor 710 to the chassis integrated controller 100 is processed by the wheel speed signal processing circuit 106 within the chassis integrated controller 100 and then transmitted to the micro control unit 120. The wheel speed sensor 710 may include a wheel speed sensor 711, a wheel speed sensor 712, a wheel speed sensor 713, and a wheel speed sensor 714. The micro control unit 120 includes a first micro control unit 121 and a second micro control unit 122. The first micro control unit 121 and the second micro control unit 122 communicate with each other using a Controller Area Network with Flexible Data-Rate (CANFD) bus, a Flexray bus, or Ethernet. The wheel speed sensor 711, the wheel speed sensor 712, the wheel speed sensor 713 and the wheel speed sensor 714 can respectively provide wheel speed signals to the wheel speed signal processing circuit 106, which are processed by the wheel speed signal processing circuit 106 inside the chassis integrated controller 100 and then transmitted to the first micro control unit 121 and the second micro control unit 122 at the same time.

[0089] In the embodiment provided herein, the chassis integrated controller 100 includes an Ethernet communication circuit 105. A first microcontroller unit 121 and a second microcontroller unit 122 are connected to the Ethernet communication circuit 105 to provide vehicle target data. The chassis integrated controller 100 includes a power management circuit 111. The power management circuit 111 includes a power management circuit 112 and a power management circuit 113 for providing electrical energy. The power management circuit 112 supplies power to the first microcontroller unit 121, while the power management circuit 113 supplies power to the second microcontroller unit 122.

[0090] In the embodiment provided by the present disclosure, the power line of the wheel speed sensor 710 is connected to the internal circuit of the chassis integrated controller 100 as follows: the power management circuit 112 is connected to the wheel speed sensor 711 and the wheel speed sensor 713 to provide the required regulated power supply for the wheel speed sensor 711 and the wheel speed sensor 713; the power management circuit 113 is connected to provide the required regulated power supply for the wheel speed sensor 712 and the wheel speed sensor 714.

[0091] The signal line of the brake pedal displacement sensor 770 is connected to the internal circuitry of the chassis integrated controller 100 as follows: the signal line of the brake pedal displacement sensor 770 is connected to the first microcontroller unit 121 via the signal processing circuit, enabling the first microcontroller unit 121 to obtain the signal. The power line of the brake pedal displacement sensor 770 is connected to the internal circuitry of the chassis integrated controller 100 as follows: the power management circuit 112 is connected to the brake pedal displacement sensor 770 to provide the required regulated power supply for the brake pedal displacement sensor 770.

[0092] The signal line of the brake pedal switch 790 is connected to the internal circuitry of the chassis integrated controller 100 as follows: the signal line of the brake pedal switch 790 is connected to the second microcontroller unit 122 via the signal processing circuit, enabling the second microcontroller unit 122 to obtain the signal. The power line of the brake pedal switch 790 is connected to the internal circuitry of the chassis integrated controller 100 as follows: the power management circuit 113 is connected to the brake pedal switch 790 to provide the required regulated power supply for the brake pedal switch 790.

[0093] In this way, the wheel speed signal processing circuit can convert the wheel speed signal into a target wheel speed signal that can be recognized by the micro control unit, which can more accurately adjust the vehicle's kinematic parameters and more accurately control the vehicle's components.

[0094] In an embodiment provided by the present disclosure, the adjustable shock absorber 510 includes a solenoid coil and a hydraulic solenoid valve assembly for adjusting the damping force of the vehicle.

[0095] The adjustable shock absorber 510 includes an adjustable shock absorber 511, an adjustable shock absorber 512, an adjustable shock absorber 513 and an adjustable shock absorber 514. The adjustable shock absorber 511, the adjustable shock absorber 512, the adjustable shock absorber 513 and the adjustable shock absorber 514 all include an electromagnetic coil-hydraulic solenoid valve assembly. The electromagnetic coil drive line is connected to the chassis integrated controller 100 through a hard line and is controlled by it to realize the damping adjustment function of the adjustable shock absorber.

[0096] In this way, by adjusting the damping force of the vehicle through the electromagnetic coil and the hydraulic solenoid valve assembly, the kinematic parameters of the vehicle can be adjusted more accurately and the components of the vehicle can be controlled more accurately.

[0097] In some embodiments provided by the present disclosure, the adjustable shock absorber 510 is further used to:

[0098] The vehicle's damping force is adjusted using magnetorheological methods.

[0099] The adjustable shock absorber 511, the adjustable shock absorber 512, the adjustable shock absorber 513 and the adjustable shock absorber 514 can respectively adopt a magnetorheological method to replace the electromagnetic coil-hydraulic solenoid valve assembly. The corresponding driving lines of the adjustable shock absorber 511, the adjustable shock absorber 512, the adjustable shock absorber 513 and the adjustable shock absorber 514 are connected to the chassis integrated controller 100 through hard lines and are controlled by it to realize the damping adjustment function of the adjustable shock absorber.

[0100] In this way, by adjusting the vehicle's damping force through magnetorheological means, the vehicle's kinematic parameters can be adjusted more accurately and the vehicle's components can be controlled more accurately.

[0101] FIG6 shows a schematic structural diagram of a chassis integrated control system provided by another embodiment of the present disclosure. As shown in FIG6 , the system further includes:

[0102] The air spring gas distribution valve assembly 610 and the air spring compressor assembly 620 are respectively connected to the chassis integrated controller 100 through hard lines for adjusting the vehicle body height.

[0103] The air spring gas distribution valve assembly 610 includes a solenoid coil and hydraulic solenoid valve assembly. The solenoid coil's drive line is connected to and controlled by the chassis integrated controller 100 via a hardwired connection, enabling gas distribution to the air spring, thereby adjusting the height of the air spring. The motor in the air spring compressor assembly 620 can be, but is not limited to, a brushed DC motor. The motor's drive line is connected to and controlled by the chassis integrated controller 100 via a hardwired connection. The air spring compressor assembly 620 requires an accompanying air tank. When the air spring compressor assembly 620 is operating under the control of the chassis integrated controller 100, it generates high-pressure compressed air and delivers it to the tank. The air spring compressor assembly 620 includes a gas pressure sensor. The sensor's signal line, power line, and ground line are connected to the chassis integrated controller 100 via a hardwired connection, enabling gas pressure signal acquisition within the circuit. The air spring compressor assembly 620 also includes a temperature sensor. The sensor's signal line, power line, and ground line are connected to the chassis integrated controller 100 via a hardwired connection, enabling acquisition of the compressor motor's operating temperature signal.

[0104] In this way, the height of the vehicle can be adjusted through the air spring gas distribution valve assembly and the air spring compressor assembly, thereby achieving more precise control.

[0105] FIG7 shows a schematic structural diagram of a chassis integrated control system provided by yet another embodiment of the present disclosure. As shown in FIG7 , the system further includes:

[0106] The Ethernet cable 910 is connected to the chassis integrated controller 100 and is used to provide target data of the vehicle.

[0107] Ethernet cable 910 may include Ethernet cable 911 and Ethernet cable 912. Ethernet cable 911 and Ethernet cable 912 are connected to chassis integrated controller 100 via Ethernet communication circuit 105, and are also connected to other controllers on the vehicle, forming an Ethernet communication ring network. This allows chassis integrated controller 100 to receive data within the Ethernet communication ring network. Chassis integrated controller 100 has an Ethernet communication circuit composed of an Ethernet transceiver and a switch chip.

[0108] In this way, data from other controllers can be obtained through the Ethernet cable, thereby achieving more precise control.

[0109] FIG8 shows a schematic structural diagram of a chassis integrated control system provided by yet another embodiment of the present disclosure. As shown in FIG8 , the system further includes:

[0110] The vehicle-mounted power supply 810 is connected to the chassis integrated controller 100 via the power management circuit 111 in the chassis integrated controller 100 to provide power to the chassis integrated controller 100 .

[0111] Here, the on-board power supply 810 includes an on-board power supply 811 and an on-board power supply 812. The on-board power supply 811 and the on-board power supply 812 are two independent power supplies that do not affect each other. The power line and ground line of each on-board power supply are respectively connected to the chassis integrated controller 100 via hard wires, and are used to provide power to the chassis integrated controller 100. Among them, the power management circuit 111 includes a power management circuit 112 and a power management circuit 113. The on-board power supply 811 provides power to the chassis integrated controller 100 through the power management circuit 112, and the on-board power supply 812 provides power to the chassis integrated controller 100 through the power management circuit 113. The on-board power supply 811 and the on-board power supply 812 can be batteries or power batteries converted via a direct current (DCDC) converter.

[0112] In this way, the chassis integrated control system is powered by the on-board power supply to achieve coordinated control of individual components.

[0113] It should be noted that the chassis integration control method provided in the embodiments of the present disclosure may be executed by a chassis integration control system, or a control module in the chassis integration control system for executing the chassis integration control method.

[0114] FIG9 shows a flow chart of a chassis integration control method provided in yet another embodiment of the present disclosure. As shown in FIG9 , the chassis integration control method provided in the embodiment of the present disclosure includes S110 to S160.

[0115] S110. Acquire signals from multiple components, including a rotation angle signal, an electronic mechanical brake caliper clamping force signal, a torque signal, a speed signal, an image signal, a suspension height signal, an acceleration signal, an angular velocity signal, a displacement signal, and a brake pedal depression state signal.

[0116] Here, the signals of multiple components are signals provided in the chassis integrated control system, including: wheel angle signal, wheel speed signal, front camera image signal, suspension height signal, vehicle body acceleration signal, vehicle body angular velocity signal, steering wheel angle signal, steering wheel torque signal, brake pedal displacement signal, brake pedal switch signal, accelerator pedal displacement signal, wheel-side motor drive and anti-drag torque, electronic mechanical caliper clamping force and drive torque signal, etc.

[0117] S120. In the case where a target signal provided by a target component among the multiple components is not obtained, the target signal is set to a first signal, and the signals of the multiple components obtained and the first signal are fused using Kalman filtering and a multi-degree-of-freedom vehicle model to obtain dynamic parameters of the vehicle. The target signal is a signal provided by any one of the multiple components.

[0118] In an embodiment provided in the present disclosure, when a target component in a chassis integrated control system fails, a target signal provided by the target component cannot be obtained. If target signals provided by target components among multiple components are not obtained, the target signal is set to a first signal.

[0119] In the embodiment provided by the present disclosure, before the signals of the acquired multiple components and the first signal are fused using Kalman filtering and a multi-degree-of-freedom vehicle model, the input signals of the acquired multiple components and the first signal are filtered, calibrated, and diagnosed in sequence, and after processing, an effective, reliable, and highly accurate usable signal is obtained. Among them, the acceleration signal of the vehicle body needs to be dynamically calibrated. Currently, commonly used acceleration sensors will have signal drift during use. In some algorithms that require integral calculation of the signal, the signal drift will have a significant impact on the accuracy of the algorithm calculation results. Therefore, the signal needs to be dynamically calibrated. Calibration refers to the real-time signal calibration of the vehicle while it is driving. For example, the process of calibrating the Y-axis acceleration signal of the vehicle body includes:

[0120] Step 1: Calculate a reference value; use the filtered Y-axis acceleration signal as the first Y-axis acceleration signal, use the Y-axis acceleration estimation signal calculated using the Kalman estimation algorithm as the second Y-axis acceleration signal, and use the difference between the first Y-axis acceleration signal and the second Y-axis acceleration signal as the first error value;

[0121] Step 2: Identify the signal calibration window and calculate the calibration value. Condition 1: When all four wheel slip angles are less than the first characteristic value. Condition 2: The absolute value of the first error value is greater than the second characteristic value. If the difference between the maximum and minimum values ​​of the first error value is less than the third characteristic value within a specified period of time that continuously meets conditions 1 and 2, the average value of the first error value during this period is used as the second error value.

[0122] Step 3: Signal calibration: The first Y-axis acceleration signal is added to the second error value to obtain a third Y-axis acceleration signal. The third Y-axis acceleration signal is a dynamically calibrated signal.

[0123] It should be noted that the calibration of the vehicle body's X and Z acceleration signals follows the same principle as the dynamic calibration algorithm for the vehicle body's Y acceleration signal, and will not be elaborated on here.

[0124] Here, the vehicle's dynamic parameters may include but are not limited to: front wheel turning angle, rear wheel turning angle, wheel slip angle, vertical, longitudinal, lateral force between the tire and the ground, wheel angular acceleration, tire slip rate, tire pressure, road adhesion coefficient, road slope, vehicle mass, vehicle longitudinal speed and vehicle lateral speed.

[0125] As an example, using Kalman filtering and a multi-degree-of-freedom vehicle model to fuse the acquired signals of multiple components and the first signal to obtain the dynamic parameters of the vehicle may include:

[0126] Step 1: Based on the multi-degree-of-freedom vehicle model, a state equation is constructed with parameters such as the vehicle's longitudinal speed, lateral speed, angular velocity, vehicle mass, road adhesion coefficient, and road slope as state variables. The observation equation uses wheel speed, suspension height, vehicle acceleration, and angular velocity as observation variables. Parameters such as steering wheel angle, wheel-side motor drive and back-drag torque, and electromechanical caliper clamping force are used as control variables in the state equation and observation equation to obtain the Kalman filter equation system.

[0127] Step 2: Use the Kalman state estimation algorithm to calculate and obtain the estimated value of the above state quantity;

[0128] Step 3: Based on the vehicle and wheel kinematic model, according to the estimated values ​​of the above-mentioned state quantities, the front wheel angle, rear wheel angle, wheel sideslip angle, vertical, longitudinal, lateral force between the tire and the ground, tire slip rate and other parameters are calculated. Among them, the multi-degree-of-freedom vehicle model and the vehicle and wheel kinematic model are known vehicle modeling methods and will not be repeated here.

[0129] S130: Perform a logical judgment on the driver's intention using the first signal related to the driver to obtain the driver's intention information.

[0130] In the embodiments provided in the present disclosure, the first driver-related signal may include but is not limited to a steering wheel angle signal, a steering wheel torque signal, a brake pedal displacement signal, a brake pedal switch signal, and an accelerator pedal displacement signal, and the intention information may include but is not limited to steering, acceleration, and deceleration.

[0131] The method for determining intent information is as follows:

[0132] The driver's intention information can be calculated using formula (1), formula (2) and formula (3), which are as follows:

[0133] F Drive =f(AccPedalRatio) (1)

[0134] F Brake =g(BrakePedalRatio) (2)

[0135] δ=h(SteeringAngle) (3)

[0136] Among them, F Drive =f(AccPedalRatio) is a function related to the accelerator pedal opening signal, F Brake =g(BrakePedalRatio) is a function related to the brake pedal opening signal, and δ=h(SteeringAngle) is a function related to the steering wheel angle signal. Among them, formula (1), formula (2) and formula (3) are functions input by the user. These three functions can be customized according to user needs, for example, Among them A f , B f For parameter calibration, the formula expressions of these three functions can be in any form as long as they can achieve the corresponding functions. There is no restriction here.

[0137] S140 : Input the intention information and the vehicle parameter information into a preset linear vehicle model to obtain the target dynamic parameters of the vehicle.

[0138] Here, the preset linear vehicle model is a model set in advance by the user. According to user needs, the user can set different models. In the embodiment provided in the present disclosure, the preset linear vehicle model is a model input by the user, which can be an equation or a group of equations.

[0139] In the embodiment provided in the present disclosure, a preset linear vehicle model is used as a calculation basis to quantify the driver's intention information and obtain the target dynamic parameters of the vehicle.

[0140] As an example, the process of determining the target dynamic parameters of a vehicle is:

[0141] (a) For the longitudinal target dynamic parameter a x , calculated using formula (4), formula (4) is as follows:

[0142] Where m is the weight of the vehicle, v is the longitudinal velocity of the vehicle, and F Drive is the vehicle longitudinal driving force, F Brake is the vehicle longitudinal braking force, C Wind is the vehicle drag coefficient, F Roll is the rolling resistance of the vehicle. Wind and F Roll is the value entered by the user, F Drive =f(AccPedalRatio) and F Brake =g(BrakePedalRatio) is an expression input by the user. Wind 、F Roll 、F Drive and F Brake Can be customized according to user needs, F Drive and F Brake The expression of can be in any form as long as it can achieve the corresponding function. There is no restriction here. Wind 、F Roll 、F Drive and F Brake They represent the ideal vehicle wind resistance characteristics, rolling resistance characteristics, accelerator pedal response characteristics, and brake pedal response characteristics respectively.

[0143] (b) Lateral target dynamic parameter a y and yaw target dynamic parameters Calculation is performed using formula (5) and formula (6), which are as follows:

[0144] Among them, I Z is the vehicle's Z-axis moment of inertia, k f 、k r are the lateral stiffness of the front and rear axles respectively, β is the sideslip angle of the center of mass, r is the yaw rate, a and b are the distances from the center of mass to the front and rear axles respectively, k f and k r is the value input by the user, and the expression of δ=h(SteeringAngle) is the expression input by the user. f 、k rand δ can be customized according to user needs. The expression of δ can be in any form as long as it can achieve the corresponding function. There is no restriction here. f 、k r and δ represent the ideal vehicle front axle and rear axle tire lateral stiffness characteristics and steering wheel angle response characteristics, respectively.

[0145] Here, longitudinal refers to the direction in which the vehicle is traveling, lateral refers to the direction in which the vehicle moves left and right, and yaw refers to rotation about the vehicle.

[0146] In the embodiment provided in the present disclosure, the preset linear vehicle model can be changed by the user, thereby achieving different vehicle target dynamic parameters while keeping the driver's intention information unchanged, thereby achieving the effect of adjustable vehicle handling characteristics.

[0147] In the embodiment provided in the present disclosure, by calibrating and adjusting the above-mentioned autonomously defined variables and functions, the vehicle dynamics target value can be adjusted, thereby achieving the effect of adjustable vehicle handling characteristics.

[0148] S150: Construct a cost function, input the target dynamic parameters, the vehicle body comfort target value, and the dynamic parameters into the cost function and the degree-of-freedom vehicle model, and determine the target front wheel steering angle, the target rear wheel steering angle, the target wheel driving and braking torques, and the target shock absorber additional force.

[0149] In the embodiments disclosed herein, a cost function is constructed using target dynamic parameters and a target vehicle comfort value. The target vehicle comfort value is: the target values ​​for the vehicle pitch and roll angles are set to zero. Model predictive control is performed based on a 14-degree-of-freedom vehicle model, using the front wheel angle, rear wheel angle, wheel drive and braking torque, and shock absorber additive force as control variables. The target front wheel angle, rear wheel angle, wheel drive and braking torque, and shock absorber additive force are then determined and output as control targets.

[0150] When a component of the chassis integrated control system fails, the constraints on each control variable are updated based on the actual performance of each component. For example, if the front wheel steering motor assembly 211 fails, the ability to control the front wheel angle is lost. The constraints on the control variable front wheel angle are set to zero. This results in the model predictive control calculation results being the target values ​​of each control variable without front wheel angle control.

[0151] S160: Use the target front wheel steering angle and the target rear wheel steering angle to control the wheel steering motor assembly, use the target wheel driving and braking torques to control the wheel side drive motor and the electronic mechanical brake caliper assembly respectively, and use the target shock absorber additional force to control the adjustable shock absorber.

[0152] In the embodiment provided in the present disclosure, the optimal tire slip rate is obtained, and the difference between the tire slip rate obtained in S120 and the optimal tire slip rate is used as the control target. The proportional-integral-differential (PID) controller is used to take the wheel drive and braking torque as the control targets and output the first target wheel drive and braking torque.

[0153] Compare the target wheel drive and braking torque obtained in S140 with the absolute value of the first target wheel drive and braking torque, select the smaller one as the final target wheel drive and braking torque, and use the final target wheel drive and braking torque to control the wheel-side drive motor 410 and the electronic mechanical brake caliper assembly 310 respectively.

[0154] The target front wheel steering angle is used to control the front wheel steering motor assembly 211 , the target rear wheel steering angle is used to control the rear wheel steering motor assembly 212 , and the target shock absorber additional force is used to control the adjustable shock absorber 510 .

[0155] Existing chassis electronic control systems operate relatively independently, yet each has its own impact on the vehicle's dynamic state. Consequently, when multiple relatively independent chassis electronic control systems are in operation, their impacts on the vehicle can conflict, resulting in each system failing to achieve the expected performance. Related technologies employ only single-point longitudinal and lateral control coordination, making it difficult to achieve true, in-depth integration of longitudinal, lateral, and vertical control to achieve optimal control objectives. Furthermore, solving multiple system models separately wastes computing resources, signals with varying time steps and precision are difficult to integrate, and control objectives vary significantly across different scenarios. In the embodiments provided herein, a chassis integrated control system (ICC) enables coordinated control among various components, coordinating the control of various actuators based on vehicle handling performance, comfort, and stability objectives. This achieves vehicle control that balances vehicle handling performance, comfort, and stability. Using an ICC and IC control method to integrate control of various chassis electronic control components achieves hardware and software integration, improves chip computing power utilization, and reduces computing power requirements. Compared to traditional distributed chassis electronic control systems, this significantly simplifies the system architecture and reduces costs. The chassis integrated control system and chassis integrated control method jointly realize heterogeneous redundancy of vehicle longitudinal and lateral control, ensuring that the vehicle still has good lateral and longitudinal control capabilities in the event of any single point failure.

[0156] Based on the same inventive concept, an embodiment of the present disclosure further provides an electronic device.

[0157] FIG10 shows a schematic diagram of the hardware structure of an electronic device provided by an embodiment of the present disclosure.

[0158] The electronic device may include a processor 1001 and a memory 1002 storing computer program instructions.

[0159] Specifically, the processor 1001 may include a central processing unit (CPU) or an application specific integrated circuit (ASIC), or may be configured to implement one or more integrated circuits of the embodiments of the present disclosure.

[0160] The memory 1002 may include a large capacity memory for data or instructions. By way of example and not limitation, the memory 1002 may include a hard disk drive (HDD), a floppy disk drive, a flash memory, an optical disk, a magneto-optical disk, a magnetic tape, or a universal serial bus (USB) drive, or a combination of two or more of these. Where appropriate, the memory 1002 may include removable or non-removable (or fixed) media. Where appropriate, the memory 1002 may be inside or outside the integrated gateway disaster recovery device. In a specific embodiment, the memory 1002 is a non-volatile solid-state memory.

[0161] The memory may include a read-only memory (ROM), a random access memory (RAM), a magnetic disk storage medium device, an optical storage medium device, a flash memory device, an electrical, optical or other physical / tangible memory storage device. Thus, generally, the memory includes one or more tangible (non-transitory) computer-readable storage media (e.g., a memory device) encoded with software including computer-executable instructions, and when the software is executed (e.g., by one or more processors), it is operable to perform the operations described with reference to the method according to an aspect of the present disclosure.

[0162] The processor 1001 reads and executes computer program instructions stored in the memory 1002 to implement any one of the chassis integration control methods in the above embodiments.

[0163] In one example, the electronic device may further include a communication interface 1003 and a bus 1010. As shown in FIG10 , the processor 1001, the memory 1002, and the communication interface 1003 are connected via the bus 1010 and communicate with each other.

[0164] The communication interface 1003 is mainly used to implement communication between various modules, devices, units and / or equipment in the embodiments of the present disclosure.

[0165] The bus 1010 includes hardware, software, or both that couples components of the electronic device to each other. By way of example and not limitation, the bus may include an Accelerated Graphics Port (AGP) or other graphics bus, an Extended Industry Standard Architecture (EISA) bus, a Front Side Bus (FSB), a Hyper Transport (HT) interconnect, an Industry Standard Architecture (ISA) bus, an InfiniBand interconnect, a Linear Predictive Coding (LPC) bus, a memory bus, a MicroChannel Architecture (MCA) bus, a Peripheral Component Interconnect (PCI) bus, a PCI-Express (Peripheral Component Interconnect-X, PCI-X) bus, a Serial Advanced Technology Attachment (SATA) bus, a Video Electronics Standards Association Local Bus (VESA Local Bus, VLB) bus, or other suitable buses or a combination of two or more of these. Where appropriate, the bus 1010 may include one or more buses. Although the present disclosure describes and illustrates a specific bus, the present disclosure contemplates any suitable bus or interconnect. The electronic device can execute the chassis integration control method of the present disclosure, thereby implementing the chassis integration control method described in FIG9 .

[0166] In addition, in conjunction with the chassis integration control method in the above embodiments, the present disclosure can provide a computer storage medium for implementation. The computer storage medium stores computer program instructions; when the computer program instructions are executed by a processor, any of the chassis integration control methods in the above embodiments is implemented.

[0167] The present disclosure also provides a computer program product. When instructions in the computer program product are executed by a processor of an electronic device, the electronic device executes various processes of any one of the above-mentioned chassis integration control method embodiments.

[0168] It should be understood that the present disclosure is not limited to the specific configurations and processes described above and illustrated in the figures. For the sake of brevity, a detailed description of known methods is omitted here. In the above embodiments, several specific steps are described and illustrated as examples. However, the method process of the present disclosure is not limited to the specific steps described and illustrated. Those skilled in the art can make various changes, modifications, and additions, or change the order of the steps after understanding the spirit of the present disclosure.

[0169] The functional blocks shown in the above-described block diagram can be implemented as hardware, software, firmware or a combination thereof. When implemented in hardware, it can be, for example, an electronic circuit, an application specific integrated circuit (ASIC), appropriate firmware, a plug-in, a function card, etc. When implemented in software, the elements of the present disclosure are programs or code segments used to perform the required tasks. The program or code segment can be stored in a machine-readable medium, or transmitted on a transmission medium or a communication link via a data signal carried in a carrier wave. "Machine-readable medium" can include any medium capable of storing or transmitting information. Examples of machine-readable media include electronic circuits, semiconductor memory devices, read-only memories (ROMs), flash memories, erasable read-only memories (EROMs), floppy disks, compact disc read-only memories (CD-ROMs), optical discs, hard disks, optical fiber media, radio frequency (RF) links, etc. The code segments can be downloaded via computer networks such as the Internet, intranets, etc.

[0170] It should also be noted that the exemplary embodiments described in this disclosure describe methods or systems based on a series of steps or devices. However, this disclosure is not limited to the order of the steps described above. In other words, the steps may be performed in the order described in the embodiments, or in a different order, or several steps may be performed simultaneously.

[0171] Aspects of the present disclosure have been described above with reference to the flowcharts and / or block diagrams of the methods, devices (systems) and computer program products according to the embodiments of the present disclosure. It should be understood that each box in the flowchart and / or block diagram and the combination of each box in the flowchart and / or block diagram can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer or other programmable data processing device to produce a machine so that these instructions executed by the processor of the computer or other programmable data processing device enable the implementation of the function / action specified in one or more boxes of the flowchart and / or block diagram. Such a processor can be, but is not limited to, a general-purpose processor, a special-purpose processor, a special application processor or a field programmable logic circuit. It is also understood that each box in the block diagram and / or flowchart and the combination of the boxes in the block diagram and / or flowchart can also be implemented by dedicated hardware that performs the specified function or action, or can be implemented by a combination of dedicated hardware and computer instructions.

[0172] The above is merely a specific embodiment of the present disclosure. Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the systems, modules, and units described above can refer to the corresponding processes in the aforementioned method embodiments and will not be repeated here. It should be understood that the scope of protection of the present disclosure is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or replacements within the technical scope disclosed in this disclosure, and such modifications or replacements should be included within the scope of protection of this disclosure.

Claims

1. A chassis integrated control system, comprising: A chassis integrated controller, and a wheel steering motor assembly, an electronic mechanical brake caliper assembly, a wheel side drive motor assembly, an adjustable shock absorber assembly, a wheel speed sensor, a front view camera assembly, a height sensor, an inertial navigation sensor, a steering wheel angle sensor, a steering wheel torque sensor, a brake pedal displacement sensor, an accelerator pedal displacement sensor, and a brake pedal switch connected to the chassis integrated controller through hard wires; The wheel steering motor assembly is used to provide a wheel angle signal to the chassis integrated controller, the electromechanical brake caliper assembly is used to provide an electromechanical brake caliper clamping force signal to the chassis integrated controller, the wheel side drive motor assembly is used to provide a driving torque signal to the chassis integrated controller, the wheel speed sensor is used to provide a wheel speed signal to the chassis integrated controller, the front view camera assembly is used to provide a front view camera image signal to the chassis integrated controller, the height sensor is used to provide a suspension height signal to the chassis integrated controller, the inertial navigation sensor is used to provide a vehicle body acceleration signal and angular velocity signal to the chassis integrated controller, the steering wheel angle sensor is used to provide a steering wheel angle signal to the chassis integrated controller, the steering wheel torque sensor is used to provide a torque signal applied by the driver to the steering wheel to the chassis integrated controller, the brake pedal displacement sensor is used to provide a brake pedal displacement signal to the chassis integrated controller, the accelerator pedal displacement sensor is used to provide an accelerator pedal displacement signal to the chassis integrated controller, the brake pedal switch is used to provide a brake pedal depressed state signal to the chassis integrated controller, and the chassis integrated controller is used to: In the case where a target signal provided by a target component among the multiple components is not obtained, the target signal is set as a first signal, and the signals of the multiple components obtained and the first signal are fused by using a Kalman filter and a multi-degree-of-freedom vehicle model to obtain dynamic parameters of the vehicle, wherein the target signal is a signal provided by any one of the multiple components; Using the first signal related to the driver, a logical judgment is made on the driver's intention to obtain the driver's intention information; Inputting the intention information and the parameter information of the vehicle into a preset linear vehicle model to obtain the target dynamic parameters of the vehicle; Constructing a cost function, inputting the target dynamics parameter, the vehicle body comfort target value and the dynamics parameter into the cost function and the degree-of-freedom vehicle model, and determining a target front wheel steering angle, a target rear wheel steering angle, a target wheel driving and braking torque, and a target shock absorber additional force; The target front wheel steering angle and the target rear wheel steering angle are used to control the wheel steering motor assembly, the target wheel driving and braking torques are used to control the wheel side drive motor and the electronic mechanical brake caliper assembly respectively, and the target shock absorber additional force is used to control the adjustable shock absorber.

2. The chassis integrated control system according to claim 1, further comprising: A road sense motor assembly is connected to the chassis integrated controller via a hard line, and is used to provide the chassis integrated controller with a torque signal applied by the driver to the steering wheel.

3. The chassis integrated control system according to claim 1 or 2, further comprising: The wheel-side motor controller assembly is connected to the chassis integrated controller via a communication bus and is connected to the wheel-side drive motor assembly via a hard line, and is used to control the speed and torque of the motor in the wheel-side drive motor assembly.

4. The chassis integrated control system according to any one of claims 1 to 3, wherein: The chassis integrated controller includes a processing circuit and a micro control unit for processing the wheel speed signal; The wheel speed sensor is connected to the micro control unit via the wheel speed signal processing circuit; The wheel speed signal processing circuit is used for converting the wheel speed signal into a target wheel speed signal so that the micro control unit can recognize the target wheel speed signal; The micro control unit is used for: In the case where a target signal provided by a target component among the multiple components is not obtained, the target signal is set as a first signal, and the signals of the multiple components obtained and the first signal are fused by using a Kalman filter and a multi-degree-of-freedom vehicle model to obtain dynamic parameters of the vehicle, wherein the target signal is a signal provided by any one of the multiple components; Using the first signal related to the driver, a logical judgment is made on the driver's intention to obtain the driver's intention information; Inputting the intention information and the parameter information of the vehicle into a preset linear vehicle model to obtain the target dynamic parameters of the vehicle; Constructing a cost function, inputting the target dynamics parameter, the vehicle body comfort target value and the dynamics parameter into the cost function and the degree-of-freedom vehicle model, and determining a target front wheel steering angle, a target rear wheel steering angle, a target wheel driving and braking torque, and a target shock absorber additional force; The target front wheel steering angle and the target rear wheel steering angle are used to control the wheel steering motor assembly, the target wheel driving and braking torques are used to control the wheel side drive motor and the electronic mechanical brake caliper assembly respectively, and the target shock absorber additional force is used to control the adjustable shock absorber.

5. The chassis integrated control system according to any one of claims 1 to 4, wherein: The adjustable shock absorber includes an electromagnetic coil and a hydraulic solenoid valve assembly for adjusting the damping force of the vehicle.

6. The chassis integrated control system according to any one of claims 1 to 5, wherein: The adjustable shock absorber is used for: The damping force of the vehicle is adjusted by magnetorheological method.

7. The chassis integrated control system according to any one of claims 1 to 6, further comprising: An air spring gas distribution valve assembly and an air spring compressor assembly, wherein the air spring gas distribution valve assembly and the air spring compressor assembly are respectively connected to a chassis integrated controller through hard lines for adjusting the height of the vehicle body.

8. The chassis integrated control system according to any one of claims 1 to 7, further comprising: An Ethernet network cable is connected to the chassis integrated controller and is used to provide target data of the vehicle.

9. The chassis integrated control system according to any one of claims 1 to 8, further comprising: An on-board power supply is connected to the chassis integrated controller via a power management circuit in the chassis integrated controller to provide electrical energy to the chassis integrated controller.

10. A chassis integrated control method, comprising: Acquire signals of a plurality of components, the signals including a rotation angle signal, an electronic mechanical brake caliper clamping force signal, a torque signal, a rotation speed signal, an image signal, a suspension height signal, an acceleration signal, an angular velocity signal, a displacement signal, and a brake pedal depression state signal; In the case where a target signal provided by a target component among the multiple components is not obtained, the target signal is set to a first signal, and the signals of the multiple components obtained and the first signal are fused using a Kalman filter and a multi-degree-of-freedom vehicle model to obtain a dynamic parameter of the vehicle, wherein the target signal is a signal provided by any one of the multiple components; Using the first signal related to the driver, a logical judgment is made on the driver's intention to obtain the driver's intention information; Inputting the intention information and the parameter information of the vehicle into a preset linear vehicle model to obtain the target dynamic parameters of the vehicle; Construct a cost function, input the target dynamics parameter, the vehicle body comfort target value and the dynamics parameter into the cost function and the degree of freedom vehicle model to determine the target front wheel steering angle, the target rear wheel steering angle, the target wheel driving and braking torques, and the target shock absorber additional force; The target front wheel steering angle and the target rear wheel steering angle are used to control the wheel steering motor assembly, the target wheel driving and braking torques are used to control the wheel side driving motor and the electronic mechanical brake caliper assembly respectively, and the target shock absorber additional force is used to control the adjustable shock absorber.

11. An electronic device, wherein: The electronic device comprises: a processor and a memory storing computer program instructions, When the processor executes the computer program instructions, the chassis integration control method according to claim 10 is implemented.

12. A computer-readable storage medium, wherein: The computer-readable storage medium stores computer program instructions, and when the computer program instructions are executed by a processor, the chassis integration control method according to claim 10 is implemented. 13 . A computer program product, wherein when instructions in the computer program product are executed by a processor of an electronic device, the electronic device executes the chassis integrated control method according to claim 10 .

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