Vehicle control system and method, and vehicle

Abstract

A vehicle control system and method, and a vehicle, which belong to the technical field of vehicles. The system comprises: a central controller (10) and a plurality of vehicle parts, wherein the plurality of vehicle parts belong to a plurality of different functional domains; at least one vehicle part in a first functional domain (21) among the plurality of different functional domains is connected to another vehicle part in the first functional domain (21) by means of a first network, and is directly connected to the central controller (10); at least one vehicle part in a second functional domain (22) among the plurality of different functional domains is connected to another vehicle part in the second functional domain (22) by means of a second network, and is directly connected to the central controller (10); at least one vehicle part in the first functional domain (21) is connected to at least one vehicle part in the second functional domain (22) by means of a third network; and the central controller (10) is used for sending control information to at least one vehicle part.

Description

Vehicle control system, method and vehicle

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This disclosure claims priority to Chinese patent application number 202311164098.X, filed on September 11, 2023, entitled “Vehicle Control System, Method and Vehicle,” the entire contents of which are incorporated by reference into this disclosure. Technical Field

[0003] The present disclosure relates to the field of vehicle technology, and in particular to a vehicle control system, method, and vehicle. Background Art

[0004] In related technologies, there are two types of automotive electronic control systems. One type involves automotive components communicating with a CCP (Central Computing Platform) through a domain controller. Because data from automotive components must pass through the domain controller, there is a communication delay between the automotive components and the CCP. The other type involves automotive components communicating directly with the CCP, rather than through a domain controller. However, if the CCP malfunctions, the vehicle will not be able to drive safely.

[0005] Public content

[0006] The present disclosure aims to solve one of the technical problems in the related art at least to a certain extent. To this end, the first object of the present disclosure is to provide a vehicle control system.

[0007] A second object of the present disclosure is to provide a vehicle.

[0008] A third objective of the present disclosure is to provide a vehicle control method.

[0009] To achieve the above-mentioned objectives, an embodiment of the first aspect of the present disclosure proposes a vehicle control system, comprising: a central controller and multiple vehicle components, wherein the multiple vehicle components belong to multiple different functional domains; at least one vehicle component in a first functional domain among the multiple different functional domains is connected to another vehicle component in the first functional domain through a first network, and is directly connected to the central controller; at least one vehicle component in a second functional domain among the multiple different functional domains is connected to another vehicle component in the second functional domain through a second network, and is directly connected to the central controller; at least one vehicle component in the first functional domain is connected to at least one vehicle component in the second functional domain through a third network; and the central controller is used to send control information to at least one vehicle component.

[0010] According to the vehicle control system of the embodiment of the present disclosure, unified and coordinated control of each domain is achieved through direct communication connection between vehicle components in a domain and the central controller, and communication delay can be reduced at the same time; information exchange between interconnected components in the same functional domain is achieved through the interconnection of at least two vehicle components in a domain, and when the central controller fails, at least part of the functions of the corresponding functional domain is maintained, thereby improving vehicle driving safety; by interconnecting vehicle components in different functional domains, when the central controller fails, the interconnected vehicle components can partially realize the functions of the central controller, thereby ensuring basic vehicle driving safety; at the same time, vehicle components in a domain are first interconnected and then directly connected to the central controller, which can reduce the length of the wiring harness and reduce the cost of the vehicle control system.

[0011] To achieve the above objectives, a second embodiment of the present disclosure provides a vehicle, comprising the aforementioned vehicle control system.

[0012] According to the vehicle of the embodiment of the present disclosure, through the aforementioned vehicle control system, unified and coordinated control of each domain is achieved through direct communication connection between vehicle components within the domain and the central controller, and communication delay can be reduced at the same time; information exchange between interconnected components within the same functional domain is achieved through the interconnection of at least two vehicle components within the domain, and when the central controller fails, at least part of the functions of the corresponding functional domain is maintained, thereby improving vehicle driving safety; through the interconnection of vehicle components in different functional domains, when the central controller fails, the interconnected vehicle components can partially realize the functions of the central controller, thereby ensuring basic vehicle driving safety; at the same time, vehicle components within the domain are first interconnected and then directly connected to the central controller, which can reduce the length of the wiring harness and reduce the cost of the vehicle control system.

[0013] To achieve the above-mentioned objectives, the third aspect embodiment of the present disclosure proposes a vehicle control method, which is applied to the aforementioned vehicle control system. The method includes: a central controller identifies a vehicle driving scene; and the central controller sends control information to at least one vehicle component according to the vehicle driving scene.

[0014] According to the vehicle control method of the embodiment of the present disclosure, based on the aforementioned vehicle control system, unified and coordinated control of each domain is achieved through direct communication connection between vehicle components in the domain and the central controller, and communication delay can be reduced at the same time; information exchange between interconnected components in the same functional domain is achieved through the interconnection of at least two vehicle components in the domain, and when the central controller fails, at least part of the functions of the corresponding functional domain is maintained, thereby improving vehicle driving safety; by interconnecting vehicle components in different functional domains, when the central controller fails, the interconnected vehicle components can partially realize the functions of the central controller, thereby ensuring basic vehicle driving safety; at the same time, vehicle components in the domain are first interconnected and then directly connected to the central controller, which can reduce the length of the wiring harness and reduce the cost of the vehicle control system.

[0015] Additional aspects and advantages of the present disclosure will be given in part in the following description and in part will be obvious from the following description, or will be learned through practice of the present disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] FIG1 is a schematic structural diagram of a vehicle control system according to an embodiment of the present disclosure;

[0017] FIG2 is a schematic structural diagram of a vehicle control system according to an embodiment of the present disclosure;

[0018] FIG3 is a schematic structural diagram of a vehicle control system according to another embodiment of the present disclosure;

[0019] FIG4 is a schematic structural diagram of multiple drive assemblies according to one embodiment of the present disclosure;

[0020] FIG5 a is a schematic structural diagram of a drive assembly according to one embodiment of the present disclosure;

[0021] FIG5 b is a schematic structural diagram of a drive assembly according to another embodiment of the present disclosure;

[0022] FIG6 is a schematic diagram of the installation of vehicle components in an intelligent driving domain according to one embodiment of the present disclosure;

[0023] FIG7 is a schematic structural diagram of a central controller according to an embodiment of the present disclosure;

[0024] FIG8 is a schematic diagram of steering control fusion according to one embodiment of the present disclosure;

[0025] FIG9 is a schematic diagram of yaw control fusion according to one embodiment of the present disclosure;

[0026] FIG10 is a schematic diagram of longitudinal control fusion according to an embodiment of the present disclosure;

[0027] FIG11 is a control calculation flow chart when a vehicle is in a floating state and is not turning in place according to one embodiment of the present disclosure;

[0028] FIG12 is a control calculation flow chart when the vehicle is in a floating state and is turning in place in the driver mode according to one embodiment of the present disclosure;

[0029] FIG13 is a control calculation flow chart when the vehicle is in a floating state and is turning in place in an automatic mode according to one embodiment of the present disclosure;

[0030] FIG14 is a schematic diagram of wheel torque distribution under differential working conditions according to one embodiment of the present disclosure;

[0031] FIG15 is a schematic structural diagram of a vehicle according to one embodiment of the present disclosure;

[0032] FIG16 is a flow chart of a vehicle control method according to an embodiment of the present disclosure. DETAILED DESCRIPTION

[0033] The following describes in detail embodiments of the present disclosure, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present disclosure, and should not be construed as limiting the present disclosure.

[0034] The vehicle control system, method, and vehicle proposed in the embodiments of the present disclosure are described below with reference to the accompanying drawings.

[0035] FIG1 is a schematic diagram of a vehicle control system according to an embodiment of the present disclosure. Referring to FIG1 , the vehicle control system may include a central controller 10 and a plurality of vehicle components.

[0036] Among them, multiple vehicle parts belong to multiple different functional domains; at least one vehicle part in the first functional domain 21 among the multiple different functional domains is connected to another vehicle part in the first functional domain 21 through a first network, and is directly connected to the central controller 10; at least one vehicle part in the second functional domain 22 among the multiple different functional domains is connected to another vehicle part in the second functional domain 22 through a second network, and is directly connected to the central controller 10; at least one vehicle part in the first functional domain 21 is connected to at least one vehicle part in the second functional domain 22 through a third network; the central controller 10 is used to send control information to at least one vehicle part.

[0037] The vehicle control system of the disclosed embodiment realizes unified and coordinated control of each domain through direct communication connection between vehicle components within the domain and the central controller, while reducing communication delay, lowering the communication load of the functional domain, and improving communication efficiency, so that the central controller can more quickly and comprehensively obtain various status information of the vehicle, providing strong data support for vehicle control; by interconnecting at least two vehicle components within the domain, information exchange between interconnected components within the same functional domain is realized. When the central controller fails, the interconnected vehicle components can partially realize the functions of the central controller to ensure basic driving safety of the vehicle; by first interconnecting the vehicle components within the domain and then directly connecting them to the central controller, the length of the wiring harness can be reduced and the cost of the vehicle control system can be reduced; through mutual communication between different domains, direct control between different domains can be realized, which can further improve the safety performance of the vehicle; information is shared within each domain, and at least two controllers in different domains are directly connected to make the vehicle functions relatively complete, so that the vehicle can ensure safe and controllable driving or parking when the central controller fails.

[0038] Specifically, vehicle components may include an ECU (Electronic Control Unit) and an actuator, such as a sensor or actuator on a vehicle. The ECU is located inside a vehicle component and is used to provide electronic control functions for the vehicle component, such as a motor controller in a drive assembly, a brake controller in a brake system, a steering controller in a steering system, and a suspension controller in a suspension system. Multiple vehicle components are divided into multiple different functional domains, each of which is a virtual domain. For example, referring to FIG1 , 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.

[0039] Among multiple different functional domains, at least two functional domains have intra-domain vehicle components interconnected. For example, at least two vehicle components in a first functional domain 21 are interconnected via a first network, and at least two vehicle components in a second functional domain 22 are interconnected via a second network. The first network and the second network can be the same or different. For example, both the first network and the second network are local area networks, such as CAN (Controller Area Network). For another example, the first network is a local area network such as CAN, and the second network is Ethernet. There is no specific limitation here. Since vehicle components in the same functional domain can be interconnected via an intra-domain communication network, information exchange between interconnected components in the same functional domain can be achieved. When the central controller 10 fails, at least some of the functions of the central controller 10 can be maintained, thereby improving vehicle driving safety.

[0040] After the vehicle components in at least two functional domains are interconnected, they are directly connected to the central controller 10 for communication. For example, the vehicle components in the first functional domain 21 are directly connected to the central controller 10 through the first network, and the vehicle components in the second functional domain 22 are directly connected to the central controller 10 through the second network. The domain controller is eliminated, the communication delay of sensing information and executing instructions is reduced, and the real-time performance of the signal is improved. By directly connecting the vehicle components in the domain to the central controller 10 for communication, unified and coordinated control of each domain is achieved, while reducing communication delay, reducing the communication load of the functional domain, and improving communication efficiency, so that the central controller can be faster. The central controller 10 coordinates information from various domains, overcoming the problem of each domain controller acting independently and having poor coordination in related technologies, and realizes centralized data processing, centralized decision-making, and coordinated execution, providing strong guarantees for stable and flexible operation of the vehicle. Only a very small amount of necessary information is routed between domains, reducing repeated communication of the same information between domains, reducing the amount of data interaction, reducing communication load, and improving communication accuracy. By interconnecting vehicle components within the domain first and then directly connecting them to the central controller 10, the length of the wiring harness can be reduced, reducing the cost of the vehicle control system.

[0041] The vehicle components of at least two functional domains are also interconnected between domains. For example, there is an independent communication connection between the first functional domain 21 and the second functional domain 22. The vehicle components in the first functional domain 21 are connected to the vehicle components in the second functional domain 22 through a third network. In this way, direct control between different domains can be achieved through mutual communication between different domains, which can further improve the safety performance of the vehicle; information is shared within each domain, and there is a direct connection between the controllers of at least two different domains, so that the vehicle functions are relatively complete, and the vehicle can be ensured to be safe and controllable when the central controller fails.

[0042] As an example, referring to FIG2 , the multiple different functional domains include a first functional domain 21, a second functional domain 22, and a third functional domain 23, wherein the first functional domain 21 is the power domain, the second functional domain 22 is the chassis domain, and the third functional domain 23 is the intelligent driving domain. The power domain is primarily used to optimize the vehicle's power performance and ensure the vehicle's power safety. 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 is primarily used to control the vehicle's driving behavior and posture. Its functions include, but are not limited to, braking system management, steering system management, suspension system management, and airbag system management. The intelligent driving domain is primarily used to implement and control the vehicle's autonomous driving function, which requires the ability to receive, process, and judge image information, navigation and path planning capabilities, and the ability to quickly judge and make decisions about real-time situations.

[0043] The vehicle components in the power domain are directly connected to the central controller 10 through CAN, the vehicle components in the chassis domain are directly connected to the central controller 10 through CAN, and the vehicle components in the intelligent driving domain are directly connected to the central controller 10 through CAN or Ethernet. The central controller 10 obtains information from each domain and performs unified and coordinated control of each domain.

[0044] The vehicle components in the power domain are also connected to the vehicle components in the chassis domain via CAN communication, so that the chassis domain can control the power domain to achieve the vehicle's driving, braking and steering control, or the power domain can control the chassis domain to achieve the vehicle's braking and steering control. For example, the brake controller and steering controller in the chassis domain can 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 the steering controller sends corresponding instructions to the motor controller based on the control requirements, and the motor controller controls the drive motor to perform the corresponding action to achieve the vehicle's driving, braking and steering control; or, the motor controller sends corresponding instructions to the brake controller and the steering controller based on the control requirements, and the brake controller performs braking and the steering controller performs steering to achieve the vehicle's braking and steering control. In this way, through the cooperation of the chassis domain and the power domain, redundant driving, parking and steering of the vehicle in the non-intelligent driving mode can be achieved, thereby improving the safety performance of the vehicle.

[0045] Vehicle components within the power domain communicate with vehicle components within the intelligent driving domain via CAN or Ethernet, enabling the intelligent driving domain to control the power domain and achieve vehicle drive, braking, and steering control. For example, in intelligent driving mode, if the central controller 10 fails, the intelligent driving controller can send corresponding instructions to the motor controller based on control requirements, and the motor controller will control the drive motor to perform the corresponding actions to achieve vehicle drive, braking, and steering control. In this way, through the coordination of the intelligent driving domain and the power domain, redundant driving, parking, and steering of the vehicle in intelligent driving mode can be achieved, thereby improving the vehicle's safety performance.

[0046] The vehicle components in the chassis domain are connected to the vehicle components in the intelligent driving domain via CAN or Ethernet, so that the intelligent driving domain can control the chassis domain and realize the braking and steering control of the vehicle. For example, the intelligent driving controller in the intelligent driving domain can communicate with the braking controller and steering controller in the chassis domain. In the intelligent driving mode, if the central controller 10 fails, the intelligent driving controller can send corresponding instructions to the braking controller and steering controller based on the control requirements, and the braking controller will perform the braking and the steering controller will perform the steering to realize the braking and steering control of the vehicle. In this way, through the cooperation of the intelligent driving domain and the chassis domain, redundant parking and steering of the vehicle in the intelligent driving mode can be realized, thereby improving the safety performance of the vehicle.

[0047] As a specific example, referring to Figure 3, a vehicle has multiple vehicle components, such as a drive assembly, a braking system, a steering system, an inertial measurement unit, a steering wheel angle sensor, a battery and management system, a wheel speed sensor, etc. It should be noted that this figure is only an example, and some vehicle components are not specifically shown in the figure, but this is not a limitation of this application. By dividing the multiple vehicle components on the vehicle, multiple different functional domains can be obtained, such as the power domain, the chassis domain, the intelligent driving domain, etc.

[0048] The power domain primarily includes the drive assembly, battery, and battery management system, and can be connected to the central controller 10 via a power domain communication node. Optionally, the power domain may also include the engine, charging system, and other components, depending on the vehicle model. The drive assembly utilizes a four-motor powertrain architecture, independently providing fast and highly precise torque to each wheel, thereby increasing the freedom and capability of vehicle control and improving vehicle control safety. Referring to Figures 3-4 , it can be composed of a front drive assembly and a rear drive assembly with identical structures.

[0049] Exemplarily, referring to Figure 5a, the front drive assembly and the rear drive assembly each include two drive motors, two reduction torque transmission devices (such as reducers), a controllable differential lock and a motor controller, wherein the two drive motors are located at both ends of the corresponding drive assembly, each drive motor transmits power to the corresponding wheel through the connected reduction torque transmission device, and the controllable differential lock is located in the middle of the two reduction torque transmission devices.

[0050] Taking the front drive assembly as an example, the front drive assembly primarily consists of a left front drive motor, a left front torque transmission device, a right front drive motor, a right front torque transmission device, a front controllable differential lock, and a front motor controller. The left and right front drive motors are located at opposite ends of the front drive assembly, transmitting power to the corresponding wheels via the left and right front torque transmission devices, respectively. This structural arrangement effectively reduces transmission vibration and improves system reliability and durability. The front controllable differential lock is located between the left and right front torque transmission devices. The left front drive motor can rotate forward or reverse, and can provide positive torque or reverse torque for the left front wheel; the left front reduction torque transmission device can realize the speed and torque transmission from the left front drive motor to the left front wheel, and realize the speed reduction 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 reverse, and can provide positive torque or reverse torque for the right front wheel; the right front reduction torque transmission device can realize the speed and torque transmission from the right front drive motor to the right front wheel, and realize the speed reduction and torque increase from the right front drive motor to the right front wheel during the transmission process; the front controllable differential lock can make the left front reduction torque transmission device synchronized or asynchronous with the right front reduction torque transmission device. When the front controllable differential lock is locked, the left front reduction torque transmission device is synchronized with the right front reduction torque transmission device, thereby realizing the wheel speed synchronization of the left and right front wheels 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 speed or torque control requests from an external controller. The front motor controller is also responsible for driving and controlling the front controllable differential lock, and can respond to locking or unlocking request instructions from an external controller. When the front controllable differential lock is unlocked, the left front drive motor and the right front drive motor can operate independently. The left front drive motor is provided with a rotary sensor, which can sense the speed information of the left front drive motor. Based on the physical parameter information of the left front reduction torque transmission device and the speed information of the left front drive motor, high-precision left front wheel speed information can be calculated. The right front drive motor is provided with a rotary sensor, which can sense the speed information of the right front drive motor. Based on the physical parameter information of the right front reduction torque transmission device and the speed information of the right front drive motor, high-precision right front wheel speed information can be calculated. When one of the left front drive motor or the right front drive motor fails, the normal driving of the front axle of the vehicle can be achieved through the locking control of the front controllable differential lock.

[0051] It should be noted that the front drive assembly and the rear drive assembly can also adopt the architecture shown in Figure 5b. This architecture integrates the two drive motors in the middle, and the two reduction torque transmission devices are on both sides of the drive motors. The overall form realizes an integrated design, which improves the applicability of multi-platform and multi-polar vehicles and improves the power density of the assembly. The details will not be described here.

[0052] The battery is responsible for powering each drive motor and collecting the regenerative energy generated by each drive motor during regenerative braking. A battery can only power or collect regenerative braking energy from the same drive motor at a time, and each drive motor's power supply or regenerative braking energy collection is independent of each other. The battery management system is responsible for managing the battery's performance and charge and discharge rates, and can adjust the battery's charge and discharge performance in response to requests from an external controller.

[0053] The chassis domain is related to vehicle driving and realizes the vehicle's steering, braking, and suspension control. It is mainly composed of a braking system, a steering system, a suspension system, a steering wheel angle sensor, an inertial measurement unit, etc., and can be connected to the central controller 10 through a chassis domain communication node.

[0054] The braking system primarily consists of a brake pedal, brake controller, brake lines, brakes, and wheel speed sensors. The brake pedal is mechanically connected to the brake controller push rod, which activates the push rod to indicate the driver's braking demand. The brake lines are responsible for transferring brake fluid from the brake controller to each brake. The brakes implement braking force, generating hydraulic braking force for each wheel under the action of brake fluid. The brake controller includes a pressure detection device, a hydraulic adjustment device, a push rod travel detection device, and a brake controller, enabling driver braking demand recognition, active pressure buildup, and independent pressure control for each brake. The wheel speed sensor can be a dual-chip wheel speed sensor, providing two independent channels of wheel speed information: one channel is directly connected to the brake controller, and the other channel is connected to the central controller 10. Wheel speed sensors are installed at each wheel and connected in the same manner. The inertial measurement unit is directly connected to the brake controller of the braking system. The brake controller transmits processed six-degree-of-freedom inertial information, wheel speed information, and pressure information to the central controller 10, enabling independent vehicle braking and stability control, and can independently adjust the pressure of each brake in response to requests from external controllers.

[0055] The steering system primarily consists of a steering wheel, steering column, steering gear, motor-assisted steering, steering controller, and steering tie rods. It can be a traditional front-axle power steering system or a front-axle axis-controlled steering system. The steering system responds to steering inputs from the driver via the steering wheel, providing steering control. It can also respond to steering angle control requests from an external controller, providing actual steering shaft angle information and transmitting it to the central controller 10 as equivalent steering wheel angle information.

[0056] The suspension system is an active suspension control system, consisting of the suspension and a suspension controller. The suspension system is equipped with a height sensor that independently senses the suspension height of the corresponding wheel and directly connects it to the suspension controller, enabling suspension height and damping adjustment. The suspension controller is responsible for driving the suspension and can respond to requests from external controllers for height and damping adjustments of each suspension.

[0057] The steering wheel angle sensor is used to obtain steering wheel angle information, and the steering wheel angle sensor is directly connected to the central controller 10 .

[0058] 6 , the intelligent driving domain is mainly composed of sensing elements such as radar, camera and high-precision positioning device, as well as intelligent driving controller. It should be noted that this figure is only an exemplary illustration, and some vehicle parts are not specifically shown in the figure, but this cannot be regarded as a limitation of this application. Among them, the radar may include lidar, front long-range millimeter-wave radar, medium-angle millimeter-wave radar and ultrasonic radar, etc., which can realize the detection of moving and static objects at long, medium and short distances around the vehicle, and draw the real-time surrounding environment space. The camera mainly includes a front-view camera, a rear-view camera, a test camera and a surround-view camera, etc., which can realize the recognition of moving and static objects at long and short distances around the vehicle. The high-precision positioning device can provide information such as the real-time position and speed of the vehicle. The intelligent driving controller may include at least two to achieve the safety of intelligent driving information perception and backup decision-making.

[0059] Referring to Figure 7 , the central controller 10 primarily consists of a power supply, data storage, a processor, an input / output processing unit, and an inertial measurement unit. The power supply has two independent power sources, Power Supply 1 and Power Supply 2, ensuring maximum power supply security for the central controller 10. The processors are redundant, consisting of a primary and a backup processor. Normal processing data is cross-checked, and if one processor fails, the remaining normal processor remains operational. Both the primary and backup processors are equipped with independent data storage. The input / output processing unit includes an Ethernet interface, an 8-way CAN-FD (Controller Area Network Flexible Data Rate, an extension of the CAN bus) communication interface, and several drive interfaces. These interfaces can be connected to the intelligent driving domain, chassis domain, powertrain domain, sensors, and actuators as needed to enable information exchange and control. The inertial measurement unit, connected to the drive interface of the input / output device, provides the central controller 10 with six-degree-of-freedom inertial information about the vehicle's center of mass. Both the processor and power supply safety levels of the central controller 10 meet ASIL (Automotive Safety Integration Level) D.

[0060] Vehicle components within the power, chassis, and intelligent driving domains are each directly connected to the central controller 10. Communication between vehicle components in the power domain and the central controller 10, and between vehicle components in the chassis domain and the central controller 10, is via a local area network (LAN) such as CAN-FD. Communication between vehicle components in the intelligent driving domain and the central controller 10 can be via a LAN or Ethernet, depending on the amount of data being transmitted. As the core of the system, the central controller 10 can integrate data from multiple functional domains, such as perception, decision, and control, and generate and transmit control information to each functional domain, enabling coordinated control of vehicle components across multiple domains.

[0061] Specifically, when performing perception fusion, the intelligent driving controller in the intelligent driving domain performs preliminary processing on the perception information of perception elements such as radar, camera and high-precision positioning device; the motor controller in the power domain performs preliminary processing on the actual driving torque and rotation information of each wheel; the brake controller in the chassis domain performs preliminary processing on the actual braking torque, wheel speed and six-degree-of-freedom inertial information of each wheel; the steering controller in the chassis domain performs preliminary processing on the wheel angle of each wheel; each functional domain transmits the preliminarily processed data to the central controller 10 respectively, and the central controller 10 performs centralized fusion based on the data transmitted by each functional domain and the data of the directly connected inertial measurement unit and wheel speed sensor, and finally obtains accurate and predictive vehicle status data, ground status data, etc., realizes the decentralized processing of complex information, embodies synergy, reduces the workload of the central controller 10, and improves the efficiency of centralized fusion.

[0062] When making decision fusion, the central controller 10 can make control decisions based on the vehicle status data, ground status data, etc. obtained by perception fusion, combined with the motion execution capability of control fusion feedback, with the principle of prioritizing certain performance such as power, comfort, and handling; it can also make optimal trajectory planning based on the spatial data around the vehicle obtained by perception fusion, so as to provide driving suggestions to the driver, or decide the most appropriate operating trajectory in the automatic driving mode. Among them, the diversity of control fusion can provide more trajectory execution possibilities for decision planning, which can improve the convenience of vehicle use and safety performance in extreme situations.

[0063] During control fusion, the motor controllers in the power domain estimate the drive motor torque capabilities of each wheel, the steering system in the chassis domain estimates the steering wheel angle capabilities, and the braking system in the chassis domain estimates the hydraulic braking torque and master cylinder braking torque capabilities of each wheel. The central controller 10 reassesses and centrally analyzes the capabilities of each functional domain, leveraging the fast response of the four-motor powertrain architecture to compensate and integrate these capabilities with the chassis domain's capabilities. This results in a system-wide motion capability, including longitudinal torque, steering, and yaw moment capabilities, which informs the central controller's 10 decisions. After the central controller 10 issues a decision, it is decomposed into the actuators in the specific domains to achieve a balance between response speed and stability, thereby enhancing the vehicle's ultimate safety performance. Furthermore, if the chassis domain's braking or steering system fails, the four-motor powertrain architecture in the power domain can provide the necessary steering and braking capabilities, improving emergency safety. Furthermore, control fusion is scalable, enabling the integration of vertical capabilities after configuring an active suspension control system, further enhancing vehicle comfort and safety.

[0064] In this way, coordinated control of multiple functional domains can be achieved based on the central controller, which is conducive to realizing users' expectations of ultimate safety in vehicle use. At the same time, it can significantly reduce the communication load of each functional domain, improve communication efficiency, and enhance the versatility of each functional domain.

[0065] In some embodiments, at least one vehicle component within the first functional domain 21 is configured to send a control instruction to at least one vehicle component within the second functional domain 22 when the central controller 10 fails.

[0066] Specifically, since the first functional domain 21 and the second functional domain 22 can communicate with each other, and the first functional domain 21 and the second functional domain 22 have the ability to make independent decisions or executions, when the central controller 10 fails, the vehicle can be safely controlled through the first functional domain 21 and the second functional domain 22.

[0067] For example, the first functional domain 21 is the intelligent driving domain, and the second functional domain 22 is the power domain. If the central controller 10 fails, the intelligent driving domain can send control instructions to the power domain to implement vehicle braking and steering control through the power domain, allowing the vehicle to park safely. For example, the intelligent driving controller in the intelligent driving domain sends the forward torque or reverse torque of each drive motor to the motor controller in the power domain, which controls the operation of each drive motor through the motor controller to achieve vehicle braking and steering control.

[0068] For example, if the first functional domain 21 is the intelligent driving domain and the second functional domain 22 is the chassis domain, in the event of a failure of the central controller 10, the intelligent driving domain can send control instructions to the chassis domain to implement vehicle braking and steering control through the chassis domain, allowing the vehicle to park safely. For example, the intelligent driving controller in the intelligent driving domain sends the braking torque of each wheel to the brake controller in the chassis domain, which controls the operation of the corresponding brakes on each wheel through the brake controller to achieve vehicle braking control.

[0069] For another example, the first functional domain 21 is the power domain, and the second functional domain 22 is the chassis domain. When the central controller 10 fails, the chassis domain can send a control instruction to the power domain, so that when the braking ability of the chassis domain is insufficient, the steering ability is insufficient, or both the braking and steering abilities are insufficient, the vehicle's braking and steering control can be achieved through the cooperation of the power domain, so that the vehicle can be safely parked; or, the power domain sends a control instruction to the chassis domain, so that when the braking ability of the power domain is insufficient, the steering ability is insufficient, or both the braking and steering abilities are insufficient, the vehicle's braking and steering control can be achieved through the cooperation of the chassis domain, so that the vehicle can be safely parked. For example, when the braking ability of the chassis domain is insufficient, the brake controller of the chassis domain can send a control instruction carrying the braking torque to be supplemented to the motor controller of the power domain, so that the motor controller controls each drive motor to provide the braking torque to be supplemented, thereby achieving the braking control of the vehicle through the cooperation of the power domain. It should be noted that other situations will not be described in detail here.

[0070] In the above embodiment, through the mutual communication between the multiple functional domains, direct control between the multiple functional domains can be achieved when the central controller fails, thereby achieving maximum safety control of the vehicle.

[0071] In some embodiments, the first functional domain 21 is the intelligent driving domain, and the second functional domain 22 is the power domain. When the central controller 10 fails, the intelligent driving controller in the intelligent driving domain sends deceleration and / or differential control instructions to the drive assembly in the power domain to brake and / or steer the vehicle. The drive assembly includes a motor controller and multiple drive motors that independently drive wheels, each of which is arranged in a one-to-one correspondence with the wheels.

[0072] Specifically, the intelligent driving domain and the power domain have the ability to make independent decisions or executions. When the central controller 10 fails, the intelligent driving domain can send deceleration control instructions, differential control instructions, or deceleration and differential control instructions to the power domain to perform braking control, steering control, or braking and steering control on the vehicle, so that the vehicle can stop and turn safely.

[0073] For example, as mentioned above, the intelligent driving domain includes multiple sensing elements and an intelligent driving controller. The intelligent driving controller can perform preliminary processing on the sensing information of the sensing elements. When the central controller 10 fails, the intelligent driving controller can further process the information after preliminary processing to obtain corresponding deceleration control instructions, differential control instructions, or deceleration and differential control instructions, and send the deceleration control instructions, differential control instructions, or deceleration and differential control instructions to multiple drive assemblies in the power domain. The motor controllers in the multiple drive assemblies control the drive motors of each wheel to achieve vehicle braking control, steering control, or braking and steering control, so that the vehicle can stop and steer safely.

[0074] In this way, based on the independent communication connection between the intelligent driving domain and the power domain, when the central controller fails, the cooperation of the intelligent driving domain and the power domain can achieve redundant parking of the vehicle in the intelligent driving mode, thereby maximizing the safety control of the vehicle.

[0075] In other embodiments, the first functional domain 21 is the intelligent driving domain, and the second functional domain 22 is the chassis domain. When the central controller 10 fails, the intelligent driving controller in the intelligent driving domain sends deceleration and / or differential control instructions to the braking system and steering system in the chassis domain to perform braking and / or steering control on the vehicle.

[0076] Specifically, the intelligent driving domain and the chassis domain have the ability to make independent decisions or executions. When the central controller 10 fails, the intelligent driving domain can send deceleration control instructions, differential control instructions, or deceleration and differential control instructions to the chassis domain to perform braking control, steering control, or braking and steering control on the vehicle, so that the vehicle can stop and turn safely.

[0077] For example, as mentioned above, the intelligent driving domain includes multiple sensing elements and an intelligent driving controller. The intelligent driving controller can perform preliminary processing on the sensing information of the sensing elements. When the central controller 10 fails, the intelligent driving controller can further process the information after preliminary processing to obtain corresponding deceleration control instructions, differential control instructions, or deceleration and differential control instructions, and send the deceleration control instructions, differential control instructions, or deceleration and differential control instructions to the braking system and steering system of the chassis domain. The brake controller in the braking system controls the brakes of each wheel, and with the cooperation of the steering system, realizes the vehicle's braking control, steering control, or braking and steering control, so that the vehicle can stop and steer safely.

[0078] In this way, based on the independent communication connection between the intelligent driving domain and the chassis domain, when the central controller fails, the cooperation of the intelligent driving domain and the chassis domain can achieve redundant parking of the vehicle in the intelligent driving mode, thereby maximizing the safety control of the vehicle.

[0079] In some other embodiments, the first functional domain 21 is the power domain, and the second functional domain 22 is the chassis domain. When the central controller 10 fails, the drive assembly in the power domain sends deceleration and / or differential control instructions to the braking system and steering system in the chassis domain to brake and / or steer the vehicle. The drive assembly includes a motor controller and multiple drive motors that independently drive wheels and are arranged in a one-to-one correspondence with the wheels.

[0080] Specifically, the power domain and chassis domain have the ability to make independent decisions or executions. When the central controller 10 fails, the power domain can send deceleration control instructions, differential control instructions, or deceleration and differential control instructions to the chassis domain to perform braking control, steering control, or braking and steering control on the vehicle, so that the vehicle can stop and turn safely.

[0081] For example, as mentioned above, the power domain includes multiple drive assemblies, each of which includes a motor controller. The motor controllers of the multiple drive assemblies can communicate with each other. The motor controllers can perform preliminary processing on the actual drive torque, resolver information, etc. of the corresponding wheels. When the central controller 10 fails, one of the motor controllers can further process the information after preliminary processing to obtain the corresponding deceleration control instruction, differential control instruction, or deceleration and differential control instruction, and based on the deceleration control instruction, differential control instruction, or deceleration and differential control instruction and another motor controller, control the drive motor of each wheel to achieve braking control, steering control, or braking and steering control. During the control process, if the drive motor of each wheel cannot meet the braking requirement, steering requirement, or braking and steering requirement, one of the motor controllers can also send a deceleration control instruction, differential control instruction, or deceleration and differential control instruction to the braking system and steering system of the chassis domain, and the brake controller in the braking system controls the brakes of each wheel, and with the cooperation of the steering system, achieves the vehicle's braking control, steering control, or braking and steering control, so that the vehicle can safely stop and steer.

[0082] In this way, when the central controller fails, the vehicle's safety control can be maximized based on the independent communication connection between the power domain and the chassis domain.

[0083] In some further embodiments, the first functional domain 21 is the chassis domain, and the second functional domain 22 is the power domain. When the central controller 10 fails, the steering system and / or braking system in the chassis domain sends deceleration and / or differential control instructions to the drive assembly in the power domain to brake and / or steer the vehicle. The drive assembly includes a motor controller and multiple drive motors that are independently driven by the wheels and are arranged one-to-one in correspondence with the wheels.

[0084] Specifically, the power domain and chassis domain have the ability to make independent decisions or executions. When the central controller 10 fails, the braking system, steering system, or braking and steering system in the chassis domain can send deceleration control instructions, differential control instructions, or deceleration and differential control instructions to the power domain to perform braking control, steering control, or braking and steering control on the vehicle, so that the vehicle can be safely parked and steered.

[0085] For example, as mentioned above, the chassis domain includes a braking system and a steering system. The braking controller in the braking system can perform preliminary processing on the actual braking torque, wheel speed, six-degree-of-freedom inertia information of each wheel, etc. The steering controller in the steering system can perform preliminary processing on the wheel angle of each wheel, etc. The braking controller can communicate with the steering controller. When the central controller 10 fails, the braking controller can further process the information after preliminary processing to obtain corresponding deceleration control instructions, differential control instructions, or deceleration and differential control instructions, and control the brakes of each wheel based on the deceleration control instructions, differential control instructions, or deceleration and differential control instructions. At the same time, with the cooperation of the steering controller, braking control, steering control, or braking and steering control are realized. During the control process, if the braking force and steering force provided by the braking system and steering system cannot meet the braking requirements, steering requirements, or braking and steering requirements, the brake controller can also send deceleration control instructions, differential control instructions, or deceleration and differential control instructions to multiple drive assemblies in the power domain. The motor controllers in the multiple drive assemblies control the drive motors of each wheel to achieve vehicle braking control, steering control, or braking and steering control, so that the vehicle can stop and turn safely.

[0086] In this way, when the central controller fails, the vehicle's safety control can be maximized based on the independent communication connection between the power domain and the chassis domain.

[0087] In some embodiments, the control information includes first control information and / or second control information, the first control information is used to instruct the vehicle components to perform corresponding actions, and the second control information is used to instruct the vehicle components to feedback data information to the central controller 10.

[0088] Specifically, as the core of the system, the central controller 10 can issue control information to each functional domain. The control information can be a data acquisition instruction, which controls the vehicle components to feedback data information to the central controller 10 through the instruction. For example, the central controller 10 can send data acquisition instructions to the radar, camera and other sensing elements in the intelligent driving domain. After receiving the data acquisition instructions, the radar, camera and other sensing elements in the intelligent driving domain feedback data information to the central controller 10; the control information can also be an execution instruction, which controls the vehicle components to perform corresponding actions. 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 controls the drive motor to perform corresponding actions.

[0089] In this way, the central controller can realize the coordinated control of multiple functional domains.

[0090] In some embodiments, the central controller 10 is also used to implement data transmission between different functional domains.

[0091] Specifically, each functional domain has the ability to make independent decisions or execute, and correspondingly each functional domain has the data required for independent decision-making or execution. The central controller 10 can serve as a gateway to realize the mutual transmission of necessary data among various functional domains to meet the data needs of each functional domain. In this way, data redundancy can be achieved, and the dependence of each functional domain on a single sensor can be reduced, thereby improving the security and robustness of the data.

[0092] For example, in the power domain, each drive motor is equipped with a resolver sensor. The resolver information output by the resolver sensor can be used to determine the wheel speed of each wheel. In the chassis domain, each wheel is equipped with a wheel speed sensor. This information can be used to determine the wheel speed of each wheel. If a resolver sensor in the power domain fails, the central controller 10 transmits the wheel speed output from the chassis domain's wheel speed sensor to the power domain, achieving data redundancy in the power domain. If a wheel speed sensor in the chassis domain fails, the central controller 10 transmits the wheel speed output from the power domain to the chassis domain, achieving data redundancy in the chassis domain.

[0093] In this way, data transmission between different functional domains can be realized through the central controller, which can achieve data redundancy and thus improve data security and robustness.

[0094] In some embodiments, the first functional domain 21 is the chassis domain, and the second functional domain 22 is the power domain. The central controller 10 is used to send deceleration and / or differential control instructions to the drive assembly of the power domain when a failure occurs in the braking system and / or steering system of the chassis domain, so as to perform braking control and / or steering control on the vehicle, wherein the drive assembly includes a motor controller and multiple drive motors that independently drive wheels and are arranged in a one-to-one correspondence with the wheels.

[0095] That is to say, when a chassis domain fails, the central controller 10 can send a deceleration control instruction, a differential control instruction, or a deceleration and differential control instruction to the power domain to perform braking control, steering control, or braking and steering control on the vehicle, so that the vehicle can stop and turn safely.

[0096] For example, when a chassis domain failure occurs and braking is required, the central controller 10 may generate a corresponding deceleration control instruction and send the deceleration control instruction to multiple drive assemblies in the power domain. The motor controllers in the multiple drive assemblies control the drive motors of each wheel to achieve vehicle braking control, so that the vehicle can be parked safely; when steering is required, the central controller 10 may generate a corresponding differential control instruction and send the differential control instruction to multiple drive assemblies in the power domain. The motor controllers in the multiple drive assemblies control the drive motors of each wheel to achieve vehicle steering control, so that the vehicle can be turned safely; when braking and steering are required, the central controller 10 may generate corresponding deceleration and differential control instructions and send the deceleration and differential control instructions to multiple drive assemblies in the power domain. The motor controllers in the multiple drive assemblies control the drive motors of each wheel to achieve vehicle braking and steering control, so that the vehicle can be parked and turned safely.

[0097] In some embodiments, the motor controller determines the reverse torque of the drive motor in response to a deceleration instruction, and controls the drive motor according to the reverse torque to perform braking control on the vehicle; and / or, determines the reverse torque or forward torque of the drive motor in response to a differential control instruction, and controls the drive motor according to the reverse torque or forward torque to perform steering control on the vehicle.

[0098] For example, as described above, the power domain includes multiple drive assemblies, each of which includes two drive motors and a motor controller. Each drive motor corresponds to a wheel, and the motor controller can independently control the two drive motors, allowing each drive motor to control its corresponding wheel. When controlling the vehicle through the power domain, the central controller 10 can send deceleration and differential control instructions to the motor controller of each drive assembly, thereby controlling the drive motor corresponding to each wheel through the motor controller, thereby achieving braking control, steering control, or both braking and steering control of the vehicle.

[0099] For example, when braking is required, the central controller 10 may send a deceleration instruction to the motor controller. When the motor controller receives the deceleration instruction, it determines the reverse torque of the drive motor based on the deceleration instruction, and controls the drive motor according to the reverse torque to perform braking control on the vehicle. When steering is required, the central controller 10 may send a differential control instruction to the motor controller. When the motor controller receives the differential control instruction, it determines the reverse torque or forward torque of the drive motor based on the differential control instruction, and controls the drive motor according to the reverse torque or forward torque to perform steering control on the vehicle.

[0100] In this way, the four-motor powertrain architecture can achieve the necessary braking and steering for the vehicle, maximizing vehicle safety control and enhancing the vehicle's emergency safety performance. It should be noted that when the motor controllers of multiple drive assemblies are connected, the motor controllers can also ensure safe driving in the event of failure of up to three drive motors, thereby achieving optimal emergency safety performance.

[0101] In some embodiments, the multiple 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 angle sensor, a wheel speed sensor, a camera, and a radar.

[0102] In some embodiments, the central controller 10 is also used to obtain first data of at least one component within the first functional domain 21 and second data of at least one component within the second functional domain 22, and fuse the first data and the second data according to the current state and / or target state of the vehicle, and send first control information to the vehicle components based on the fused data, and the first control information is suitable for instructing the vehicle to perform steering control, lateral control, longitudinal control or height direction control.

[0103] Specifically, the central controller 10 may perform fusion processing on first and second data from two functional domains, such as the first functional domain 21 and the second functional domain 22, among the multiple functional domains, such as the aforementioned control fusion, to quickly and accurately acquire data and achieve precise, stable, and safe control of the vehicle. For example, the central controller 10 may perform fusion processing on the first and second data based on the current state of the vehicle, the target state of the vehicle, or both the current state and the target state of the vehicle to achieve fusion control of the vehicle, including, but not limited to, steering control, lateral control, longitudinal control, or altitude control.

[0104] 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 .

[0105] For example, the first functional domain 21 may be the power domain, and the second functional domain 22 may be the chassis domain. Accordingly, the performance of at least one vehicle component within the first functional domain 21 may include the estimated driving capabilities of the drive motors corresponding to each wheel, i.e., the first data includes the driving capability data of the drive assembly in the power domain. The performance of at least one vehicle component within the second functional domain 22 may include the estimated braking capabilities corresponding to each wheel, the steering capabilities of the steering system, and the damping characteristics of the suspension corresponding to each wheel, i.e., the second data includes one or more of the braking capability data of the braking system, the steering capability data of the steering system, and the damping characteristics of the suspension in the chassis domain. By re-evaluating and centrally analyzing the performance of the first and second functional domains 21 and 22, the central controller 10 utilizes the fast response characteristics of the four-motor powertrain architecture to compensate and integrate them with the performance of the chassis domain, thereby achieving precise, stable, and safe vehicle control, such as precise, stable, and safe vehicle steering, lateral control, longitudinal control, or height control.

[0106] In some embodiments, the first functional domain 21 is a power domain, which includes a drive assembly, which includes a motor controller and multiple drive motors that independently drive wheels and are arranged in a one-to-one correspondence with the wheels. The second functional domain 22 is a chassis domain, which includes a braking system and a steering system. The first data includes driving capability data of the drive assembly in the power domain, and the second data includes at least braking capability data of the braking system, steering capability data of the steering system, and suspension damping characteristics of the suspension system in the chassis domain. The central controller 10 is used to fuse the first data and the second data according to the current state and / or target state of the vehicle, and send first control information to vehicle components based on the fused data. The first control information includes steering fusion control information, yaw fusion control information, longitudinal fusion control information, and suspension height control information.

[0107] Specifically, the central controller 10 can control and fuse the first data and the second data of the power domain and the chassis domain in combination with the vehicle control requirements. For example, it can re-evaluate and centrally analyze the driving capabilities of the drive motors corresponding to each wheel in the power domain, the braking capabilities of the hydraulic cylinders and master cylinders corresponding to each wheel in the chassis domain, the steering capabilities of the steering system in the chassis domain, and the suspension damping characteristics in the chassis domain. It can utilize the fast response characteristics of the four-motor power architecture to compensate and fuse with the performance of the chassis domain to achieve steering control fusion, yaw control fusion, and longitudinal control fusion, thereby achieving precise, stable and safe control of the vehicle.

[0108] In some embodiments, the central controller 10 is used to fuse the first data and the second data according to the current vehicle speed and the target turning radius, and send steering fusion control information to vehicle components based on the fused data.

[0109] Specifically, the central controller 10 can perform steering control fusion based on the vehicle's current speed, target turning radius, the driving capabilities of the drive motors corresponding to each wheel in the power domain, the steering capabilities of the steering system in the chassis domain, and the suspension damping characteristics in the chassis domain.

[0110] In some embodiments, the central controller 10 is used to, when the current vehicle speed is in a first vehicle speed interval and the target turning radius is in the first turning radius interval, send steering fusion control information to the steering system based on the steering capability data of the steering system to achieve steering control; when the current vehicle speed is in a second vehicle speed interval and the target turning radius is in the second turning radius interval, send 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 to achieve differential steering control; when the current vehicle speed is in a third vehicle speed interval and the target turning radius is in the third turning radius interval, send 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 to achieve differential steering control; The steering fusion control information is sent to the steering system and the drive assembly based on the capability data and the driving capability data of the drive assembly to realize differential steering control of the steering wheel limit angle; when the current vehicle speed is in the fourth speed range and the target turning radius is in the fourth turning radius range, the steering fusion control information is sent to the drive assembly based on the driving capability data of the drive assembly to realize differential steering control of the steering wheel zero angle; wherein, the vehicle speed in the first speed range>the vehicle speed in the second speed range>the vehicle speed in the third speed range>the vehicle speed in the fourth speed range, and the turning radius in the first turning radius range>the turning radius in the second turning radius range>the turning radius in the third turning radius range>the turning radius in the fourth turning radius range.

[0111] Specifically, steering control fusion refers to achieving steering control from straight-ahead to zero-radius turns based on the drivetrain's driving capability data in the power domain, the steering system's steering capability data in the chassis domain, and the vehicle's suspension damping characteristics. The driving capability data can be the currently estimated driving capability of the drivetrain, such as the driving capability of the drive motors corresponding to each wheel in the four-motor powertrain architecture in the power domain, referred to as four-wheel independent drive capability. The steering capability data can be the currently estimated steering capability of the steering system, such as the steering wheel angle execution capability in the chassis domain.

[0112] In practical applications, the specific steering execution method can be determined based on information such as the vehicle's current speed, target turning radius, and steering wheel angle change rate, enabling steering control from a straight line to a turning radius of zero, thereby improving vehicle control convenience or steering safety. For example, referring to Figure 8 , the horizontal axis represents the current vehicle speed, the vertical axis represents the target turning radius, the solid-line box represents the vehicle's position before the turn, and the dashed-line box represents the vehicle's position after the turn.

[0113] When the current vehicle speed is in the first vehicle speed interval and the target turning radius is in the first turning radius interval, that is, when the current vehicle speed is very high and the target turning radius is large, the vehicle can be turned based on the steering system. Therefore, the steering execution method at this time is steering control based on the steering capability of the steering system. Accordingly, the steering fusion control information includes steering torque information determined based on the steering capability of the steering system and used to control the action of the steering system. The central controller 10 sends the steering fusion control information to the steering controller in the steering system to achieve steering control through the steering system.

[0114] When the current vehicle speed is within the second speed range and the target turning radius is within the second turning radius range (i.e., when the current vehicle speed is high and the target turning radius is large), the required steering capability exceeds the steering capability of the steering system. In this case, the four-motor powertrain architecture is required to coordinate and implement steering control. Therefore, the steering execution mode is differential steering control based on the steering capability of the steering system, the four-wheel independent drive capability of the four-motor powertrain architecture, and the damping characteristics of the vehicle's suspension. Accordingly, the steering fusion control information includes steering torque information for controlling the steering system's action, torque distribution information for controlling the action of each drive motor, and damping adjustment instructions for adjusting the damping of each suspension, determined based on the steering capability of the steering system, the four-motor powertrain architecture, and the damping characteristics of the suspension. The central controller 10 transmits 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 to implement differential steering control through the steering system, the four-motor powertrain architecture, and the suspension. Differential steering control refers to the differentiated control of the driving force and driving direction of each wheel under the action of the four motors during steering.

[0115] When the current vehicle speed is within the third speed range and the target turning radius is within the third turning radius range (i.e., when the current vehicle speed is low and the target turning radius is small), the required steering capability exceeds the maximum damping characteristics of the vehicle's suspension, requiring greater involvement of the four-motor powertrain. Consequently, the steering execution method is differential steering control at the steering wheel's extreme turning angles, based on the steering system's steering capability and the four-wheel independent drive capability of the four-motor powertrain. Accordingly, the steering fusion control information includes steering torque information for controlling the steering system's operation and torque distribution information for controlling the operation of each drive motor, determined based on the steering system's steering capability and the four-wheel independent drive capability of the four-motor powertrain. The central controller 10 transmits the steering fusion control information to the steering controller in the steering system and the motor controller in the drive assembly, thereby implementing differential steering control at the steering wheel's extreme turning angles through the steering system and the four-motor powertrain. The so-called differential steering control at the steering wheel's extreme turning angles refers to the situation where, during steering, the steering wheel is at the extreme turning angles and the driving force and driving direction of each wheel are differentially controlled.

[0116] When the current vehicle speed is within the fourth speed range and the target turning radius is within the fourth turning radius range, that is, when the current vehicle speed is very low and the target turning radius is very small, the required steering capability will exceed the steering capability of the steering wheel at the extreme turning angle. Therefore, the steering execution mode at this time is differential steering control with zero steering wheel angle achieved based on the four-wheel independent drive capability. Accordingly, the steering fusion control information includes torque distribution information determined based on the four-wheel independent drive capability of the four-motor power architecture and used to control the operation of each drive motor. The central controller 10 sends the steering fusion control information to the motor controller in the drive assembly to achieve differential steering control with zero steering wheel angle through the four-motor power architecture. The so-called differential steering control with zero steering wheel angle means that when turning, the steering wheel is at zero angle and the driving force and driving direction of each wheel are controlled differently.

[0117] In some embodiments, when the current vehicle speed is zero and the target turning radius is zero, the steering fusion control information includes the reverse torque of the drive motor corresponding to the steering inner wheel and the forward torque of the drive motor corresponding to the steering outer wheel, so as to achieve on-the-spot U-turn control with zero steering wheel angle.

[0118] Specifically, in extreme situations, such as when the current vehicle speed is zero and the target turning radius is zero, the four-motor powertrain's independent four-wheel drive capability enables zero-steering U-turns. For example, a reverse torque is applied to the drive motor corresponding to the inboard wheel, while a positive torque is applied to the drive motor corresponding to the outboard wheel. The differential torque between the inboard and outboard wheels generates a yaw moment at the vehicle's center of mass. When the yaw moment is sufficiently large, the vehicle breaks free from road adhesion and begins to rotate. During this rotation, the vehicle's center of mass remains unchanged, thus achieving a U-turn.

[0119] In this way, the four-wheel independent drive capability based on the power domain can achieve a U-turn on the spot under extreme circumstances.

[0120] In the above-mentioned embodiment, the central controller achieves convenient vehicle control and steering safety by fusing data from the power and chassis domains. It should be noted that steering control can be implemented in both the power and chassis domains. Even if either the power domain's four-wheel independent drive capability or the chassis domain's steering system fails, the controller can still respond to steering control requests, thereby achieving a balance between comfortable and safe steering control.

[0121] In some embodiments, the central controller 10 is further configured to fuse the first data and the second data according to the target yaw moment and the target yaw moment change rate, and send yaw fusion control information to vehicle components based on the fused data.

[0122] Specifically, the central controller 10 can perform yaw control fusion according to the target yaw moment and target yaw moment change rate, the four-wheel independent drive capability of the power domain, and the braking capability of the braking system of the chassis domain to achieve stable yaw control of the vehicle.

[0123] In some embodiments, the central controller 10 is used to, when the target yaw moment is less than the preset yaw moment, send yaw fusion control information to the drive assembly based on the driving capability data of the drive assembly to achieve yaw control; when the target yaw moment is greater than or equal to the preset yaw moment and the target yaw moment change rate is greater than the preset yaw moment change rate, send yaw fusion control information to the drive assembly based on the driving capability data of the drive assembly to achieve yaw control; when the target yaw moment is greater than or equal to the preset yaw moment and the target yaw moment change rate is less than or equal to the preset yaw moment change rate, send yaw fusion control information to the braking system based on the braking capability data of the braking system to achieve yaw control.

[0124] Specifically, yaw control fusion refers to achieving vehicle yaw control based on the four-wheel independent driving capability in the power domain and the braking capability of the braking system in the chassis domain, such as the four-wheel independent braking capability.

[0125] In practical applications, the specific yaw moment execution method can be decided based on information such as the target yaw moment and the target yaw moment change rate. The power domain can quickly respond to and adjust the vehicle's yaw moment, and the chassis domain's yaw moment is more stable. This can achieve rapid and precise control of the vehicle's yaw moment, thereby realizing vehicle yaw stability control and achieving the goal of ultimate yaw safety.

[0126] For example, referring to FIG. 9 , the abscissa represents time, the ordinate represents the target yaw moment, and the slope of the curve represents the target yaw moment change rate.

[0127] When the target yaw moment is less than the preset yaw moment, 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 the yaw control of the vehicle. Considering that the power domain has the characteristic of quickly responding to and adjusting the yaw moment of the vehicle, the yaw torque execution mode at this time is yaw control based on the four-wheel independent driving capability. Accordingly, the yaw fusion control information includes torque distribution information determined based on the four-wheel independent driving capability of the four-motor power architecture and used to control the action of each drive motor. The central controller 10 sends the yaw fusion control information to the motor controller in the drive assembly to realize yaw control through the four-motor power architecture.

[0128] When the target yaw moment is greater than or equal to the preset yaw moment and the target yaw moment change rate is greater than the preset yaw moment change rate, although the target yaw moment becomes larger, the target yaw moment change rate is large, so a faster response speed is required at this time. Therefore, the yaw moment execution mode at this time is still yaw control based on the four-wheel independent drive capability. Accordingly, the yaw fusion control information includes torque distribution information determined based on the four-wheel independent drive capability of the four-motor power architecture and used to control the action of each drive motor. The central controller 10 sends the yaw fusion control information to the motor controller in the drive assembly to achieve yaw control through the four-motor power architecture.

[0129] When the target yaw moment is greater than or equal to the preset yaw moment and the target yaw moment change rate is less than or equal to the preset yaw moment change rate, since a faster response speed is not required at this time and considering that the chassis domain has the characteristic of more stable yaw moment, the yaw moment execution mode at this time is yaw control based on the four-wheel independent braking capability. Accordingly, the yaw fusion control information includes braking torque information determined based on the four-wheel independent braking capability of the braking system and used to control the action of the braking system. The central controller 10 sends the yaw fusion control information to the brake controller in the braking system to achieve yaw control through the braking system.

[0130] It should be noted that, for the latter two cases, the yaw moment execution method can also be a yaw control based on the execution capability of the braking system and the driving capability based on the power domain. The difference is that when the target yaw moment change rate is greater than the preset yaw moment change rate, the power domain is mainly used, and when the target yaw moment change rate is less than or equal to the preset yaw moment change rate, the chassis domain is mainly used.

[0131] In the above-mentioned embodiment, the central controller achieves rapid control of the vehicle's yaw stability by fusing data from the powertrain and chassis domains. It should be noted that yaw control can be implemented in both the powertrain and chassis domains. Even if either the powertrain's four-wheel independent drive capability or the chassis's four-wheel braking capability fails, yaw control can still be achieved, thus achieving both comfortable yaw control and ultimate safety control.

[0132] In some embodiments, the central controller 10 is configured to fuse the first data and the second data according to the target longitudinal torque and the target longitudinal torque change rate, and send longitudinal fusion control information to vehicle components based on the fused data.

[0133] Specifically, the central controller 10 can perform longitudinal control fusion based on the target longitudinal torque and 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 to achieve safe longitudinal control of the vehicle.

[0134] In some embodiments, the central controller 10 is used to, when the target longitudinal torque is a positive torque, send longitudinal fusion control information to the drive assembly based on the driving capability data of the drive assembly to achieve longitudinal control; when the target longitudinal torque is a negative torque and the target longitudinal torque change rate is greater than the preset longitudinal torque change rate, send longitudinal fusion control information to the drive assembly based on the driving capability data of the drive assembly to achieve longitudinal control; when the target longitudinal torque is a negative torque and the target longitudinal torque change rate is less than or equal to the preset longitudinal torque change rate, send longitudinal fusion control information to the braking system based on the braking capability data of the braking system to achieve longitudinal control.

[0135] Specifically, longitudinal control fusion refers to the realization of longitudinal control of each wheel based on the four-wheel independent driving capability data in the power domain and the four-wheel independent braking capability in the chassis domain.

[0136] In practical applications, the specific longitudinal torque execution method can be decided based on information such as the target longitudinal torque and the target longitudinal torque change rate. The power domain can quickly respond to and adjust the longitudinal torque of each wheel, and the chassis domain has a more stable longitudinal torque. This can achieve rapid and precise control of the longitudinal torque of each wheel, thereby realizing longitudinal stability control of the vehicle and achieving the goal of ultimate longitudinal safety.

[0137] For example, referring to FIG. 10 , the abscissa represents time, the ordinate represents the target longitudinal torque, and the slope of the curve represents the rate of change of the target longitudinal torque.

[0138] When the target longitudinal torque is a positive torque, since the power domain can provide positive torque, the longitudinal torque execution mode at this time is longitudinal control based on the four-wheel independent drive capability. Accordingly, the longitudinal fusion control information includes torque distribution information determined based on the four-wheel independent drive capability of the four-motor power architecture and used to control the action of each drive motor. The central controller 10 sends the longitudinal fusion control information to the motor controller in the drive assembly to achieve longitudinal control through the four-motor power architecture.

[0139] When the target longitudinal torque is a negative torque and the target longitudinal torque change rate is greater than the preset longitudinal torque change rate, both the power domain and the chassis domain can provide negative torque. However, at this time, the target longitudinal torque change rate is greater than the preset longitudinal torque change rate, and a faster response speed is required. Considering that the power domain has the characteristic of quickly responding to and adjusting the longitudinal torque of each wheel, the longitudinal torque execution mode at this time is longitudinal control based on the four-wheel independent drive capability. Accordingly, the longitudinal fusion control information includes torque distribution information determined based on the four-wheel independent drive capability of the four-motor power architecture and used to control the action of each drive motor. The central controller 10 sends the longitudinal fusion control information to the motor controller in the drive assembly to achieve longitudinal control through the four-motor power architecture.

[0140] When the target longitudinal torque is a negative torque and the target longitudinal torque change rate is less than or equal to the preset longitudinal torque change rate, both the power domain and the chassis domain can provide negative torque. However, at this time, the target longitudinal torque change rate is less than or equal to the preset longitudinal torque change rate. There is no need for a faster response speed. Considering the more stable characteristics of the longitudinal torque in the chassis domain, the longitudinal torque execution mode at this time is longitudinal control based on the four-wheel independent braking capability. Accordingly, the longitudinal fusion control information includes braking torque information determined based on the four-wheel independent braking capability of the braking system and used to control the action of the braking system. The central controller 10 sends the longitudinal fusion control information to the brake controller in the braking system to achieve longitudinal control through the braking system.

[0141] It should be noted that, for the latter two cases, the longitudinal torque execution method can also be a longitudinal control based on the four-wheel independent braking capability of the braking system and the four-wheel independent driving capability based on the power domain. The difference is that when the target longitudinal torque change rate is greater than the preset longitudinal torque change rate, the power domain is mainly used, and when the target longitudinal torque change rate is less than or equal to the preset longitudinal torque change rate, the chassis domain is mainly used.

[0142] In the above-mentioned embodiment, the central controller can achieve rapid control of the vehicle's longitudinal stability by fusing data from the power domain and chassis domain. It should be noted that the power domain can also implement braking control. If the chassis domain's braking system fails, the power domain's four-wheel independent drive capability can still achieve reliable braking of the vehicle, thereby ensuring vehicle emergency safety.

[0143] In the above-mentioned multiple embodiments, the central controller realizes the vehicle's steering fusion control, yaw fusion control and longitudinal fusion control by integrating the execution capabilities of the actuators of each functional domain based on the vehicle's conventional control requirements, giving full play to the execution capabilities of each actuator on the vehicle, and realizing the vehicle's steering control, yaw control and longitudinal control better and faster, thereby improving the vehicle's safety performance.

[0144] In some embodiments, the central controller 10 is further configured to send suspension height control information to the suspension in the chassis domain to adjust the suspension height based on actual ground longitudinal profile information of each wheel.

[0145] Specifically, when the vehicle is driving, the central controller 10 can predict the vehicle's motion trajectory, obtain the vehicle's trajectory planning information, and then predict the trajectory planning information of each wheel; then, based on the trajectory planning information of each wheel, determine the actual ground longitudinal section information of each wheel at the predicted trajectory, such as the actual ground longitudinal section curve. Please refer to the following for details and will not be repeated here; finally, based on the actual ground longitudinal section information of each wheel, the distance between the longitudinal section and each wheel, the current wheel speed of each wheel, and combined with the adjustment speed of the vehicle suspension height in the chassis domain, the suspension height of each wheel is adjusted in advance, so as to maximize the control of the vehicle's longitudinal comfort. In addition, the suspension damping can also be adjusted to maximize the control of the vehicle's longitudinal comfort.

[0146] It should be noted that when the vehicle is in the 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.

[0147] In the above embodiment, the suspension of each wheel in the chassis domain is adjusted in advance based on the actual ground longitudinal section information of each wheel, which can improve the comfort of the vehicle when traveling on uneven ground.

[0148] In some embodiments, the multiple different functional domains also include a third functional domain 23. The central controller 10 is used to obtain first data of at least one vehicle component in the first functional domain 21, second data of at least one vehicle component in the second functional domain 22, and third data of at least one vehicle component in the third functional domain 23, and fuse the first data, second data, and third data to obtain vehicle operating condition information.

[0149] Specifically, the central controller 10 can perform fusion processing on the first data, second data and third data of three functional domains among the multiple functional domains, such as the first functional domain 21, the second functional domain 22 and the third functional domain 23, such as the aforementioned perception fusion, so as to obtain vehicle status data, ground status data, etc. that are closer to the actual ones, which is conducive to achieving more precise control of the vehicle.

[0150] Furthermore, the first data represents the vehicle status obtained by at least one vehicle component within the first functional domain 21, the second data represents the vehicle status obtained by at least one vehicle component within the second functional domain 22, and the third data represents the vehicle status obtained by at least one vehicle component within the third functional domain 23.

[0151] Exemplarily, 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 obtained by at least one component in the first functional domain 21 may be the actual driving torque of each wheel after preliminary processing, the wheel speed of each wheel obtained based on the rotational information, etc., that is, the first data may include the actual driving torque and wheel speed of each wheel; the vehicle driving state obtained by at least one component in the second functional domain 22 may be the actual braking torque, wheel speed, wheel angle, steering wheel angle and six-degree-of-freedom inertia information of each wheel after preliminary processing, that is, the second data includes the actual braking torque, wheel speed, wheel angle, steering wheel angle and six-degree-of-freedom inertia information of each wheel; the vehicle driving state obtained by at least one component in the third functional domain 23 may be distance information, ground image information, position information, etc. after preliminary processing, that is, the third data may include distance information, ground image information, position information, etc. The central controller 10 can centrally integrate the data transmitted by each functional domain and the data of the directly connected inertial measurement unit and wheel speed sensor, and ultimately obtain accurate and predictive vehicle status data, ground status data, etc.

[0152] In some embodiments, the first functional domain 21 is the power domain, the second functional domain 22 is the chassis domain, and the third functional domain 23 is the intelligent driving domain. The central controller 10 is used to perceive and fuse the first data, the second data, and the third data to obtain vehicle operating condition information. The vehicle operating condition information includes at least vehicle status data, ground status data, or space data around the vehicle.

[0153] Specifically, if the vehicle can clearly and accurately obtain the vehicle's own status data, ground status data, and data on the space around the vehicle during driving, the vehicle can be better controlled. Through information fusion, vehicle status data, ground status data, and data on the space around the vehicle that are closer to the actual situation can be obtained. Therefore, the central controller 10 can perform perception fusion on the data of the power domain, chassis domain, and intelligent driving domain, which mainly includes the estimation of vehicle status, the identification of ground status, the identification of the vehicle's surrounding environment, etc., so as to obtain vehicle status data, ground status data, and data on the space around the vehicle that are closer to the actual situation, which is conducive to improving the safety and comfort of vehicle control.

[0154] In some embodiments, the first data includes 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 and the steering wheel angle, and the third data includes the first vehicle speed. The central controller 10 is used to obtain vehicle status 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 steering wheel angle and the first vehicle speed.

[0155] Specifically, the first functional domain 21 is the power domain, and the corresponding first data may include the wheel speed of each wheel (recorded as the first wheel speed). The second functional domain 22 is the chassis domain, and the corresponding second data may include the wheel speed of each wheel (recorded as the second wheel speed), the vehicle's six-degree-of-freedom inertial information (recorded as the first six-degree-of-freedom inertial information), and the steering wheel angle. The third functional domain 23 is the intelligent driving domain, and the corresponding third data may include the vehicle speed obtained based on the high-precision positioning device (recorded as the first vehicle speed). The central controller 10 can fuse the first wheel speed of each wheel, the second wheel speed of each wheel, the first six-degree-of-freedom inertial information, the steering wheel angle, and the first vehicle speed to obtain vehicle status data. Among them, the first wheel speed can be obtained by preliminary processing of the rotational information of each wheel. Specifically, the rotational speed of the drive motor is collected by the rotational sensor set on the drive motor, and then converted based on the rotational speed and the reduction ratio of the reducer. That is, the first wheel speed is the ratio of the rotational speed to the reduction ratio, and the second wheel speed is obtained by detecting the wheel speed sensor.

[0156] In some embodiments, the first data also includes the driving torque of each wheel, and the second data also includes the braking torque and steering wheel angle of each wheel. The central controller 10 is used to obtain vehicle status 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 braking torque of each wheel and the steering wheel angle.

[0157] That is to say, the central controller 10 can also obtain vehicle status data based on the first wheel speed of each wheel in the power domain and the driving torque of each wheel, the second wheel speed of each wheel in the chassis domain, the first six-degree-of-freedom inertia information, the braking torque of each wheel and the steering wheel angle.

[0158] In some embodiments, the vehicle status data includes the current vehicle speed, and the central controller 10 is used to fuse 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 components directly connected to the central controller 10 to obtain the current wheel speed of each wheel; fuse the first six-degree-of-freedom inertia information and the second six-degree-of-freedom inertia information of the vehicle components directly connected to the central controller 10 to obtain the current six-degree-of-freedom inertia information; and determine the current vehicle speed based on the current wheel speed of each wheel, the current six-degree-of-freedom inertia information, the steering wheel angle, and the first vehicle speed.

[0159] Specifically, the central controller 10 is also directly connected to multiple wheel speed sensors and inertial measurement units, and the wheel speed of each wheel is obtained through the multiple wheel speed sensors (recorded as the third wheel speed), and the six-degree-of-freedom inertial information of the vehicle is obtained through the inertial measurement unit (recorded as the second six-degree-of-freedom inertial information).

[0160] When obtaining the current vehicle speed, the central controller 10 can first perform 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 itself to obtain the current wheel speed of each wheel, and perform inertial information fusion on the first six-degree-of-freedom inertia information of the vehicle in the power domain and the second six-degree-of-freedom inertia information of the vehicle directly connected to itself to obtain the current six-degree-of-freedom inertia information of the vehicle; then, based on the current wheel speed of each wheel, the current six-degree-of-freedom inertia information, the steering wheel angle of the chassis domain and the first vehicle speed of the intelligent driving domain, the current vehicle speed is obtained.

[0161] Exemplarily, the central controller 10 may first verify the third wheel speed of each wheel with the second wheel speed of each wheel in the chassis domain to obtain the fourth wheel speed of each wheel; then, the fourth wheel speed of each wheel is verified with the first wheel speed of each wheel in the power domain to obtain the current wheel speed of each wheel.

[0162] Taking one of the wheels as an example, when performing wheel speed fusion, the central controller 10 first verifies the third wheel speed of the wheel with the second wheel speed of the wheel. When the third wheel speed and the second wheel speed are both normal (valid and within the normal range) and the difference between the two is within the first preset threshold range, the average of the third wheel speed and the second wheel speed is obtained to obtain the fourth wheel speed; when the third wheel speed and the second wheel speed are both normal and the difference between the two is not within the first preset threshold range, the third wheel speed shall prevail, that is, the fourth wheel speed is equal to the third wheel speed; when only one of the third wheel speed and the second wheel speed is normal, the normal wheel speed shall be used as the fourth wheel speed. Then, the central controller 10 verifies the fourth wheel speed of the wheel with the first wheel speed. When the fourth wheel speed and the first wheel speed are both normal and the difference between the two is within the first preset threshold range, the average of the fourth wheel speed and the first wheel speed is obtained to obtain the current wheel speed; when the fourth wheel speed and the first wheel speed are both normal and the difference between the two is not within the first preset threshold range, the fourth wheel speed is used as the standard, that is, the current wheel speed is equal to the fourth wheel speed; when only one of the fourth wheel speed and the first wheel speed is normal, the normal wheel speed is used as the current wheel speed.

[0163] It should be noted that the process for determining the current wheel speed of each of the other wheels is the same as described above and will not be described in detail here. In addition, when determining the current wheel speed, the first wheel speed and the second wheel speed may be verified first, and then the third wheel speed may be verified; or, the first wheel speed and the third wheel speed may be verified first, and then the second wheel speed may be verified; or, the first wheel speed, the second wheel speed, and the third wheel speed may be verified simultaneously. In practical applications, one of the methods may be selected based on the data transmission delay to determine the current wheel speed. For example, based on the transmission delay of the first wheel speed, the third wheel speed and the second wheel speed may be verified first, and then the first wheel speed may be verified. This may eliminate the delay of the first wheel speed caused by the transmission path, and thus may obtain a wheel speed with high real-time performance and accuracy.

[0164] At the same time, the central controller 10 can perform inertial information fusion on the first 6-DOF inertial information of the vehicle in the chassis domain and the second 6-DOF inertial information of the vehicle directly connected to it to obtain the current 6-DOF inertial information. It should be noted that this process can also be performed before determining the current wheel speed of each wheel.

[0165] Exemplarily, 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. When the first six-degree-of-freedom inertial information and the second six-degree-of-freedom inertial information are both normal (valid and within the normal range) and the difference between the two is within the second preset threshold range, the average value of the first six-degree-of-freedom inertial information and the second six-degree-of-freedom inertial information is obtained to obtain the current six-degree-of-freedom inertial information; when the first six-degree-of-freedom inertial information and the second six-degree-of-freedom inertial information are both normal and the difference between the two is not within the second preset threshold range, the second six-degree-of-freedom inertial information is used as the standard, that is, the current six-degree-of-freedom inertial information is equal to the second six-degree-of-freedom inertial information; when 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. It should be noted that before fusing the first six-degree-of-freedom inertial information and the second six-degree-of-freedom inertial information, appropriate coordinate transformation can be performed to obtain the current six-degree-of-freedom inertial information based on the vehicle's center of mass.

[0166] Finally, the central controller 10 obtains the current vehicle speed based on the current wheel speed of each wheel, the current six-degree-of-freedom inertia information, the steering wheel angle of the chassis domain, and the first vehicle speed of the intelligent driving domain.

[0167] For example, the central controller 10 may first fuse the current wheel speed of each wheel, the current six-degree-of-freedom inertial information and the steering wheel angle in the chassis domain to obtain a second vehicle speed, and then weight the second vehicle speed with the first vehicle speed in the intelligent driving domain to obtain a weighted vehicle speed, and based on the weighted vehicle speed, use the Kalman filter method to estimate the current vehicle speed.

[0168] In some embodiments, the central controller 10 is used to convert the current wheel speed of each wheel into an initial center of mass speed based on the center of mass of the vehicle based on the current six-degree-of-freedom inertia information and the steering wheel angle, and obtain an average center of mass speed; determine the motion state of each wheel based on the first speed and the current wheel speed of each wheel; based on the motion state of each wheel, weight the average center of mass speed and the first speed to obtain a weighted speed; determine the current vehicle speed based on the weighted speed, the current six-degree-of-freedom inertia information and the motion state of each wheel.

[0169] Specifically, there are multiple ways to determine the current vehicle speed. For example, the central controller 10 may first calculate the vehicle's lateral acceleration, longitudinal acceleration, and yaw angular velocity based on the vehicle's geometric parameters and current six-degree-of-freedom inertial information, and convert the current wheel speed of each wheel into an initial center-of-mass speed based on the vehicle's track, wheelbase, steering wheel angle (when the steering wheel is the front wheel, it is the front wheel angle), and yaw angular velocity, and calculate the average of the initial center-of-mass speeds to obtain the average center-of-mass speed. Then, based on the relationship between the first vehicle speed and the current wheel speed of each wheel, the slip or rotation of each wheel is determined. For example, when the vehicle is braking, if the first vehicle speed is greater than the current wheel speed of the wheel (an appropriate error range may also be added), it is determined that the wheel is in a slip state; when the vehicle is driving, if the first vehicle speed is less than the current wheel speed of the wheel (an appropriate error range may also be added), it is determined that the wheel is in a slip state; then, based on the judgment results of the slip or rotation of each wheel, the average center of mass speed and the first vehicle speed are weighted to obtain a weighted vehicle speed. For example, the more serious the slip or rotation, the higher the weight of the first vehicle speed; finally, based on the weighted vehicle speed, the current six-degree-of-freedom inertial information and the motion state of each wheel, the current vehicle speed is determined. For example, the weighted vehicle speed is used as the measurement value, the current vehicle speed is used as the estimated value, the longitudinal acceleration (obtained based on the current six-degree-of-freedom inertial information) is used as the control quantity, the noise is used as the calibration quantity, and the observation matrix is ​​obtained by the output matrix of the slip condition of each wheel, and Kalman filtering is performed to obtain the current vehicle speed.

[0170] In the above embodiment, the central controller uses the rotational information of the power domain, the wheel speed information and six-degree-of-freedom inertial information of the chassis domain, the high-precision positioning signal of the intelligent driving domain, and the six-degree-of-freedom inertial information built into the central controller for fusion, and adopts the Kalman filter algorithm to estimate the vehicle speed, so that the current vehicle speed can be identified more accurately, which is conducive to the precise control of the vehicle.

[0171] In some embodiments, the vehicle status data includes the actual vehicle mass, and the central controller 10 is used to fuse 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 components directly connected to the central controller 10 to obtain the current wheel speed of each wheel; fuse the first six-degree-of-freedom inertia information and the second six-degree-of-freedom inertia information of the vehicle components directly connected to the central controller 10 to obtain the current six-degree-of-freedom inertia information; and determine the actual vehicle mass based on the current wheel speed of each wheel, the current six-degree-of-freedom inertia information, the steering wheel angle, the driving torque of each wheel, and the braking torque of each wheel.

[0172] Specifically, the central controller 10 can obtain the current wheel speed and current six-degree-of-freedom inertia information of each wheel based on the aforementioned method. For details, please refer to the aforementioned and will not be repeated here. Then, based on the current wheel speed of each wheel, the current six-degree-of-freedom inertia information, the steering wheel angle of the chassis domain, the driving torque of each wheel in the power domain, and the braking torque of each wheel in the chassis domain, etc., the recursive least squares method is used to estimate the vehicle mass, thereby obtaining the actual vehicle mass. There are many ways to obtain the actual vehicle mass. For example, according to Newton's second law F=ma, it can be known that when the force F and acceleration a are obtained, the initial vehicle mass m can be calculated. Among them, F can be calculated based on the driving torque of each wheel and the braking torque of each wheel; a can be calculated based on the current six-degree-of-freedom inertia information, the steering wheel angle and the current wheel speed. For example, the longitudinal acceleration a1 of the vehicle is determined based on the current six-degree-of-freedom inertia information, and a1 is corrected using the steering wheel angle. At the same time, the acceleration a2 is obtained by differential calculation using the current wheel speed. Finally, the corrected longitudinal acceleration a1 and acceleration a2 are weighted to obtain a; finally, m can be calculated based on the formula of Newton's second law, and the calculated m is corrected using the recursive least squares method to finally obtain the actual vehicle mass.

[0173] In the above embodiment, the central controller can more accurately identify vehicle status data, such as the actual vehicle mass, by integrating information from the power domain, chassis domain, and intelligent driving domain, thereby facilitating vehicle control.

[0174] In some embodiments, the first data includes the first wheel speed of each wheel and the driving torque of each wheel, the second data includes the second wheel speed of each wheel, the braking torque of each wheel, the first six-degree-of-freedom inertia information and the steering wheel angle, and the third data includes the first vehicle speed and ground image information. The central controller 10 is used to obtain 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 braking torque of each wheel, the first six-degree-of-freedom inertia information, the steering wheel angle, the first vehicle speed and the ground image information.

[0175] Specifically, the first functional domain 21 is the 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 the chassis domain, and the corresponding second data may include the second wheel speed and braking torque of each wheel, the first six-degree-of-freedom inertial information, and the steering wheel angle. The third functional domain 23 is the intelligent driving domain, and the corresponding third data may include the first vehicle speed and ground image information. The central controller 10 can fuse the first wheel speed and driving torque of each wheel in the power domain, the second wheel speed, braking torque, the first six-degree-of-freedom inertial information, and the steering wheel angle of each wheel in the chassis domain, and the first vehicle speed and ground image information in the intelligent driving domain to obtain ground state data.

[0176] In some embodiments, the ground status data includes the actual ground type. The central controller 10 is used to extract features from the ground image information to obtain ground feature information; match the ground feature information with preset feature information to obtain the actual ground type, wherein the preset feature information corresponds to the ground type.

[0177] Specifically, the central controller 10 may be pre-set with a feature information library, which stores preset feature information and ground types corresponding to the preset feature information. The ground types may include ordinary ground types such as concrete and cement, as well as special ground types such as sand, snow, and grass.

[0178] Exemplarily, the central controller 10 may first pre-process the ground image information of the intelligent driving domain (such as denoising, enhancement, etc.), and extract ground feature information from the pre-processed ground image information; then, the extracted ground feature information is matched with the preset feature information in the feature information library. If the ground feature information matches the preset feature information, the ground type corresponding to the preset feature information is used as the actual ground type; if the ground feature information does not match the preset feature information, the ground type corresponding to the closest preset feature information can be selected as the actual ground type.

[0179] It should be noted that in practical applications, the actual ground type can also be obtained through neural network model classification. For example, an initial neural network model can be first determined, and then the initial neural network model can be trained based on ground sample images to obtain a trained neural network model. After the central controller 10 extracts ground feature information from the ground image information, the extracted ground feature information is input into the trained neural network model, and the ground type is classified using the neural network model to obtain the actual ground type.

[0180] In the above embodiment, the actual terrain type is identified using visual information, which enables preview control of the vehicle and improves the vehicle's control performance. In addition, the vehicle can automatically switch to the corresponding control mode based on the actual terrain type, thereby improving performance and reducing driver operation.

[0181] In some embodiments, the ground state data includes actual ground adhesion information of each wheel, and the central controller 10 is configured to determine first ground adhesion information based on the actual ground type; determine second ground adhesion 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 steering wheel angle, the first vehicle speed, the driving torque of each wheel, and the braking torque of each wheel; and determine the actual ground adhesion information of each wheel based on the first ground adhesion information and the second ground adhesion information of each wheel.

[0182] Specifically, the central controller 10 can determine the first ground adhesion information from a visual perspective, which can be the first ground adhesion information of the entire vehicle or the first ground adhesion information of each wheel, and determine the second ground adhesion information from a dynamic perspective, which can be the second ground adhesion information of each wheel; then, the first ground adhesion information and the second ground adhesion information are fused to obtain the actual ground adhesion information of each wheel.

[0183] For example, when determining the first ground adhesion information, it can be determined based on the actual ground type. There are various specific methods for determining the first ground adhesion information. For example, the first ground adhesion information for the entire vehicle can be determined using a table lookup method based on the actual ground type corresponding to the entire vehicle. Alternatively, the first ground adhesion information for each wheel can be determined using a table lookup method based on the actual ground type corresponding to each wheel.

[0184] 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 and braking torque of each wheel in the chassis domain, the first six-degree-of-freedom inertia information and the steering wheel angle (when the steering wheel is the front wheel, the front wheel angle) and the first vehicle speed in the intelligent driving domain can be integrated to determine the second ground adhesion information of each wheel.

[0185] When determining the actual ground adhesion information of each wheel, the first ground adhesion information of the entire vehicle and the second ground adhesion information of each wheel may be fused; or the first ground adhesion information and the second ground adhesion information of each wheel may be fused to obtain the actual ground adhesion information of each wheel.

[0186] In some embodiments, the central controller 10 is configured to determine the first ground attachment information based on the actual ground type and a preset mapping relationship between the ground type and the ground attachment information.

[0187] Specifically, the central controller 10 may preset a mapping relationship table between ground type and ground attachment information. When the central controller 10 obtains the actual ground type through the aforementioned method, it may search the mapping relationship table based on the actual ground type to obtain the corresponding ground attachment information as the first ground attachment information.

[0188] In some embodiments, the central controller 10 is used to fuse the first six-degree-of-freedom inertia information and the second six-degree-of-freedom inertia information of the vehicle components directly connected to the central controller 10 to obtain the current six-degree-of-freedom inertia information; fuse 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 components directly connected to the central controller 10 to obtain the current wheel speed of each wheel; determine the current vehicle speed based on the current wheel speed of each wheel, the current six-degree-of-freedom inertia information, the steering wheel angle and the first vehicle speed; determine the dynamic load of each wheel based on the current six-degree-of-freedom inertia information, the steering wheel angle and the actual vehicle mass; determine the longitudinal force of each wheel based on the driving torque of each wheel and the braking torque of each wheel, and determine the slip rate of each wheel based on the current wheel speed of each wheel and the current vehicle speed; determine the second ground adhesion information of each wheel based on the longitudinal force, slip rate and dynamic load of each wheel.

[0189] Specifically, the central controller 10 can determine the vehicle's current six-degree-of-freedom inertial information, the current wheel speed of each wheel, the current vehicle speed, and the actual vehicle mass through the aforementioned method. For details, please refer to the above description and will not be repeated here. Then, based on the current six-degree-of-freedom inertial information, the steering wheel angle, the vehicle's geometric parameters, and the actual vehicle mass, the dynamic load on each wheel is estimated. The longitudinal force on each wheel is estimated based on the driving torque of each wheel in the power domain and the braking torque of each wheel in the chassis domain. The slip rate of each wheel is estimated based on the current wheel speed and current vehicle speed of each wheel.

[0190] Among them, there are many 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 steering wheel angle and the vehicle geometric parameters. 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 vehicle geometric parameters may include the vehicle's wheelbase and wheelbase, etc., and then based on the current six-degree-of-freedom inertial information, the steering wheel angle and the vehicle geometric parameters, the vertical acceleration of each wheel can be calculated through a certain conversion relationship; at the same time, the static load of each wheel can be calculated according to the steering wheel angle, the vehicle geometric parameters and the actual vehicle mass; and then, according to the vertical acceleration and static load of each wheel, the dynamic load of each wheel is obtained by querying the mapping relationship table between dynamic load-vertical acceleration-static load.

[0191] There are many ways to estimate 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 the braking torque of each wheel.

[0192] There are many ways to estimate the slip rate of each wheel. For example, the slip rate of each wheel can be calculated based on the formula: slip rate = (current vehicle speed - current wheel speed) / current vehicle speed.

[0193] Finally, based on the longitudinal force, slip ratio, and dynamic load of each wheel, the second surface adhesion information of each wheel is estimated. There are various specific calculation methods. For example, the second surface adhesion information can be obtained by first obtaining the ratio of the longitudinal force to the dynamic load. Then, based on the slip ratio, ground adhesion correction information is obtained by querying a preset mapping relationship table between ground adhesion information and slip ratio. Finally, the second surface adhesion information is corrected based on the ground adhesion correction information to obtain the final second surface adhesion information.

[0194] In some embodiments, the central controller 10 is used to determine the motion state of each wheel based on the current vehicle speed and the current wheel speed of each wheel; and based on the motion state of each wheel, perform weighted processing on the first ground adhesion information and the second ground adhesion information of each wheel to obtain the actual ground adhesion information of each wheel.

[0195] Specifically, the central controller 10 can determine the current vehicle speed and the current wheel speed of each wheel in the aforementioned manner. For details, please refer to the aforementioned description and will not be repeated here. Then, based on the current vehicle speed and the current wheel speed of each wheel, the motion state of each wheel is determined. The motion state may include a coasting state, a slipping state, and a spinning state. The coasting state refers to a state in which the vehicle continues to travel while relying on its own kinetic energy (inertia) or potential energy of downhill slope. The slipping state refers to a state in which the vehicle speed is greater than the wheel speed during braking. The spinning state refers to a state in which the wheel speed 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 also be added), the wheel is determined to be in a slipping 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 also be added), the wheel is determined to be in a spinning state. Finally, based on the motion state of each wheel, the first ground adhesion information and the second ground adhesion information of each wheel are weighted to obtain actual ground adhesion information of each wheel.

[0196] In some embodiments, the central controller 10 is configured to determine the actual ground adhesion information as first ground adhesion information when the motion state is a gliding state; and to determine the actual ground adhesion information as second ground adhesion information when the motion state is a sliding state or a slipping state.

[0197] Specifically, when the vehicle is coasting, the second ground adhesion information obtained based on dynamic information recognition is less accurate, so the first ground adhesion information obtained based on visual information recognition is used as the actual ground adhesion information. When the vehicle is in a slipping or spinning state, the first ground adhesion information obtained based on visual information recognition has less reference value, so the second ground adhesion coefficient obtained based on dynamic information recognition is used as the actual ground adhesion information. When the vehicle is in a normal driving state, that is, when the accelerator or brake pedal is pressed and the vehicle is not locked, the first and second ground adhesion information are weighted and calculated to obtain the actual ground adhesion information.

[0198] In the above embodiment, a method of fusing visual information and dynamic information is used to identify actual ground adhesion information, and visual information can be used to estimate ground adhesion information before using dynamic information to estimate it. This can obtain high-precision and high-real-time actual ground adhesion information, thereby improving the vehicle's control performance.

[0199] In some embodiments, the central controller 10 is also used to generate a new ground type corresponding to the ground feature information when the matching degree between the ground feature information and each preset feature information is less than the preset matching degree, and update 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.

[0200] Specifically, when the central controller 10 identifies the actual ground type based on ground feature information, if the ground feature information does not match the preset feature information in the feature information library, that is, the degree of match is less than the preset degree of match, the central controller 10 may select the ground type corresponding to the closest preset feature information as the actual ground type, add the new ground type to the feature information library, and store the new ground type in correspondence with the current ground feature information. Furthermore, based on the added new ground type and the current second ground adhesion information of each wheel, the central controller 10 updates the mapping relationship between ground type and ground adhesion information. For example, when the ground adhesion information in the mapping relationship table is the ground adhesion information of the entire vehicle, the average value of the second ground adhesion information of each wheel may be used as the ground adhesion information corresponding to the new ground type; when the ground adhesion information in the mapping relationship table is the ground adhesion information of each wheel, the second ground adhesion information of each wheel may be used as the ground adhesion information corresponding to the new ground type. In this way, self-learning of the algorithm is achieved.

[0201] In some embodiments, the ground state data includes the actual ground longitudinal section information of each wheel. The central controller 10 is used to collect height information of the ground image information to obtain ground undulation height information; based on the ground undulation height information and the trajectory planning information of each wheel, the actual ground longitudinal section information of each wheel is determined.

[0202] Specifically, the central controller 10 may first pre-process the ground image information in the intelligent driving domain (e.g., denoising, enhancing, etc.), and based on the position of the vehicle-mounted camera that acquires the ground image information, correct the pre-processed ground image information to obtain more accurate ground vertical image information; then, the height information of the ground vertical image information is collected to obtain ground undulation height information, such as a contour map; finally, based on the trajectory planning information of each wheel, the ground undulation height information is processed, such as by cutting the contour map to obtain the actual ground longitudinal section information of each wheel at the predicted trajectory, such as the actual ground longitudinal section curve. The trajectory planning information of each wheel can be predicted based on information such as the current vehicle speed, the current six-degree-of-freedom inertial information, and the steering wheel angle.

[0203] In the above embodiment, the central controller can more accurately identify ground state data, such as the actual ground longitudinal section information of each wheel, by integrating information from the power domain, chassis domain, and intelligent driving domain, thereby facilitating vehicle control.

[0204] In some embodiments, the third data includes multiple pieces of vehicle surrounding environment information, and the central controller 10 is configured to fuse the multiple pieces of vehicle surrounding environment information to obtain vehicle surrounding space data.

[0205] Specifically, the third functional domain 23 is the intelligent driving domain, and the corresponding third data may include multiple vehicle surrounding environment information, which may be distance information, ground image information, position information, etc. after preliminary processing. The central controller 10 can obtain spatial data around the vehicle based on the distance information, ground image information, position information, etc., such as obstacle data and road data around the vehicle.

[0206] In some embodiments, the first functional domain 21 is the power domain, the second functional domain 22 is the chassis domain, and the third functional domain 23 is the intelligent driving domain. The central controller 10 is used to make decisions on the first data, the second data, and the third data to obtain trajectory planning information.

[0207] Specifically, the central controller 10 can perform fusion processing on the first data, second data and third data of the power domain, chassis domain and intelligent driving domain, such as the aforementioned decision fusion, which mainly includes primary path planning based on surrounding environment information and correction planning based on the motion execution capability estimated during control fusion, so as to obtain more accurate trajectory planning information.

[0208] In some embodiments, the first data includes driving capability data of the drive assembly in the power domain, the second data includes braking capability data of the braking system and steering capability data of the steering system in the chassis domain, and the third data includes multiple vehicle surrounding environment information. The central controller 10 is used to obtain vehicle surrounding space data based on multiple vehicle surrounding environment information by fusing them, and perform trajectory planning based on the vehicle surrounding space data to obtain trajectory planning information, and correct the trajectory planning information based on the driving capability data of the drive assembly, the braking capability data of the braking system and the steering capability data of the steering system to obtain corrected trajectory planning information.

[0209] Specifically, the central controller 10 can first obtain the spatial data around the vehicle based on the aforementioned method. Please refer to the aforementioned for details and will not be repeated here. Based on the spatial data around the vehicle, the central controller 10 performs primary path planning on the vehicle to obtain initial trajectory planning information; then, combined with the driving capability data of multiple drive assemblies in the power domain, the braking capability data of the braking system in the chassis domain, and the steering capability data of the steering system in the chassis domain, the execution boundary information of the vehicle is determined, and the initial trajectory planning information is corrected based on the execution boundary information, so as to obtain more accurate and closer to actual vehicle trajectory planning information.

[0210] In this way, by combining the vehicle's surrounding environment information and the vehicle's control range, better trajectory planning information can be obtained, and then predictive and better control decisions can be made, reducing the lag caused by feedback control and improving vehicle performance.

[0211] 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 independently drive wheels and are arranged in a one-to-one correspondence with the wheels. The control information includes at least torque distribution information of each drive motor, and the central controller 10 is used to send torque distribution information to the motor controller according to the vehicle driving scenario.

[0212] Specifically, the multiple functional domains include a power domain, which includes multiple drive motors, each corresponding to a wheel, that independently drive the wheels, and motor controllers for controlling the operation of the drive motors. The drive motors can provide forward or reverse torque, and each wheel's corresponding drive motor can be independently controlled. This means the power domain encompasses a four-motor powertrain architecture, enabling independent drive of each wheel based on the drive motors. For example, different wheels can be driven in different directions or with different torques, thereby enhancing vehicle control flexibility and stability, and helping to meet the needs of safer, more reliable, and more convenient driving in special driving scenarios.

[0213] The central controller 10 can also generate torque distribution information for each drive motor in the four-motor powertrain architecture in the power domain based on the vehicle's driving scenario. Based on this torque distribution information, the four-motor powertrain architecture in the power domain can be used to achieve safer, more reliable, and more convenient driving control requirements in special driving scenarios. For example, driving scenarios include but are not limited to tire blowouts, floating, and anti-skid scenarios.

[0214] In this way, the vehicle system architecture design based on four independently driven motors effectively improves vehicle control flexibility and stability, thereby meeting the needs of safer, more reliable, and more convenient driving in special driving scenarios. Furthermore, the electronic and electrical architecture, which directly connects the central controller to the vehicle components in each functional domain, enables the central controller to obtain various vehicle status information in the fastest and most comprehensive manner, providing strong data support for motor control in the power domain. Data fusion between functional domains and the four-motor power architecture enable each motor to independently provide fast and high-precision motor torque, thereby increasing the freedom and capability of vehicle control and improving vehicle control safety. In addition, the electronic and electrical architecture that directly connects the central controller to the vehicle components of each functional domain complements the four-motor power architecture. The electronic and electrical architecture improves the real-time and communication security (redundant security), and provides a basis for information fusion, decision-making, execution, and redundancy. The addition of the four-motor power architecture provides four additional rotary transformer information and torque information corresponding to each wheel, and the torque of each wheel can be independently controlled, providing possibilities for perception and execution expansion. The rotary transformer provides more real-time and accurate wheel speed, and the real-time feedback of the torque information of each wheel provides a more accurate reference for the calculation of the relationship between the wheel and the ground. The fast response of the motor torque makes fast and precise control possible. The traditional domain combined with the electronic and electrical architecture and the four-motor power architecture can realize fast and accurate information recognition, fast decision-making (uniform decision-making by the central controller, without hierarchy), fast, precise and stable execution, and ultimately build the ultimate safety of the vehicle.

[0215] In some embodiments, the torque distribution information includes at least the target torque of each drive motor, and the target torque includes the positive and negative torque and the magnitude of the torque.

[0216] Specifically, the central controller 10 can generate the target torque of each drive motor in the four-motor power architecture of the power domain according to the vehicle driving scenario. The target torque can be a positive torque or a negative torque, and the torque size and torque direction of each drive motor can be the same or different. Then, according to the target torque of each drive motor, the corresponding drive motor is differentially controlled through the motor controller. In this way, the flexibility and stability of vehicle control can be effectively improved, which is conducive to meeting the vehicle's driving control needs in special working conditions and achieving safer, more reliable and convenient driving.

[0217] In some embodiments, the central controller 10 is also used to obtain the total required torque of each drive motor according to the vehicle driving scenario, and to distribute the total required torque according to the vehicle status information of the vehicle in the current driving scenario to obtain the target torque of each drive motor.

[0218] Specifically, during the driving process of the vehicle, one or more special driving scenarios may be involved, such as but not limited to tire blowout scenarios, floating scenarios, and anti-skid scenarios. The central controller 10 can generate relevant vehicle control information based on actual driving needs during the driving process of the vehicle to control the vehicle's drive assembly, braking system, steering system, and suspension system, etc., so that the vehicle operates safely and stably. In this process, the above-mentioned vehicle driving scenarios are identified based on vehicle-related information obtained from multiple functional domains, and for these vehicle driving scenarios, the torque of the four-motor power architecture of the drive assembly is corrected to achieve safe and stable operation in special driving scenarios.

[0219] For example, the central controller 10 can determine the total required torque for each drive motor based on actual driving requirements, and then allocate the total required torque based on the vehicle state information in the actual driving scenario to obtain the target torque for each drive motor, including the torque magnitude and direction. Vehicle state information includes, but is not limited to, the vehicle's current speed, current six inertial degrees of freedom information, steering wheel angle, steering wheel angle, longitudinal acceleration, current wheel speed, wheel acceleration, tire pressure, driving torque, braking torque, etc.

[0220] Exemplarily, vehicle driving scenarios include but are not limited to tire blowout scenarios, floating scenarios, and anti-skid scenarios. Taking a tire blowout scenario as an example, assuming that the vehicle is currently traveling straight and at a constant speed on a flat road, the central controller 10 can determine the total required torque of each drive motor based on the driver's current driving needs. When the vehicle has no tire blowout, the central controller 10 can use the average distribution method to distribute the total required torque to obtain the target torque of each drive motor; when the vehicle has a tire blowout, the central controller 10 no longer uses the average distribution method to distribute the total required torque, but reduces or no longer distributes torque to the drive motor corresponding to the tire blowout wheel to avoid vehicle instability, thereby achieving safer, more reliable and convenient driving control needs.

[0221] In some embodiments, the vehicle driving scenario includes a tire blowout scenario. The central controller 10 is used to obtain the target corrected reverse torque of each drive motor according to the tire blowout scenario, and distribute the target corrected reverse torque according to the vehicle state information in the tire blowout scenario to obtain the target reverse torque of each drive motor.

[0222] Specifically, in the related art, when a vehicle experiences a tire blowout, the vehicle's rotation direction is determined based on the steering wheel angle, yaw angular velocity, and sideslip angle of the center of mass, and vehicle stability control is performed using ESP (Electronic Stability Program) braking or ABS (Antilock Brake System) braking. However, relying solely on EPS braking or ABS braking cannot cover the additional yaw caused by extreme conditions such as a tire blowout. Stability control may occur using the brakes on the wheel with the blown tire, and in the event of a brake system failure, vehicle stability control may be impossible. Based on this, in some embodiments of the present disclosure, when a vehicle experiences a tire blowout, the four-motor power architecture in the power domain can be fully utilized to independently drive the vehicle, allowing the vehicle to maintain stability while braking and decelerating.

[0223] For example, when a vehicle has a tire blowout, the central controller 10 obtains the target corrected reverse torque (i.e., the target corrected feedback torque) when the vehicle has a tire blowout, and distributes the target corrected reverse torque according to the vehicle status information in the tire blowout scenario, such as the wheel that has a tire blowout, the current vehicle speed, the current yaw angular velocity, the steering wheel angle, etc., to obtain the target reverse torque of each drive motor, so that based on the target reverse torque, the vehicle can be kept stable while braking and decelerating through the feedback braking characteristics of each drive motor.

[0224] In this way, after the vehicle has a tire blowout, the control advantage of the four-motor power architecture that can be driven independently can be fully utilized, and the feedback braking control method can be used to brake and decelerate while keeping the vehicle stable, broadening the tire blowout braking control boundary, and the response speed and control accuracy are improved compared to the hydraulic braking system.

[0225] In some embodiments, the central controller 10 is configured to determine a first correction reverse torque based on the current vehicle speed, determine a second correction reverse torque based on a difference between the target yaw rate and the current yaw rate, and determine a target correction reverse torque based on the first correction reverse torque and the second correction reverse torque.

[0226] Specifically, the current vehicle speed can be obtained by fusing 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 of the intelligent driving domain as mentioned above; the current vehicle speed can also be directly obtained by using the first vehicle speed. Since the current vehicle speed obtained by fusion has a high accuracy, the fused current vehicle speed is preferred. Similarly, the current yaw angular velocity can be 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 as mentioned above; the current yaw angular velocity can also be obtained by using the first six-degree-of-freedom inertial information or the second six-degree-of-freedom inertial information. Since the current six-degree-of-freedom inertial information has a higher accuracy, it is preferred to obtain it based on the current six-degree-of-freedom inertial information.

[0227] When a tire blowout occurs, the central controller 10 can obtain the front wheel steering angle based on the steering wheel angle by querying the steering wheel-front wheel steering angle relationship table. The table can be pre-calibrated. Based on the front wheel steering angle and the current vehicle speed, the central controller 10 calculates the target yaw rate using the following formula:

[0228] Among them, γ ss is the target yaw rate, δ is the front wheel turning angle, V x is the current vehicle speed, L is the front and rear wheelbase of the vehicle, m is the actual vehicle mass, l f is the distance from the vehicle's center of mass to the front axle, l r C is the distance from the vehicle's center of mass to the rear axle, f is the front wheel cornering stiffness, C r is the rear wheel cornering stiffness. It should be noted that the denominator in this formula includes the current vehicle speed, so it needs to be processed to prevent zero.

[0229] Based on the current vehicle speed, the central controller 10 can query a pre-calibrated vehicle speed-basic reverse correction torque relationship table to obtain the basic correction reverse torque required to correct vehicle instability at the current vehicle speed, i.e., the first correction reverse torque, as a feedforward control. At the same time, the central controller 10 performs PID (Proportional Integral Derivative) adjustment on the difference between the current yaw rate of the vehicle and the target yaw rate to obtain the PID correction reverse torque required to adjust the vehicle to the target yaw rate, i.e., the second correction reverse torque, as a feedback control. Finally, the weighted value of the first correction reverse torque and the second correction reverse torque is calculated, such as the sum of the two, to obtain the target correction reverse torque.

[0230] In this way, a feedforward + feedback control closed loop is used to deal with the additional yaw caused by the vehicle's tire blowout and instability, so that the vehicle remains stable while braking and decelerating.

[0231] In some embodiments, the central controller 10 is further used to determine the reverse torque distribution coefficient of each drive motor according to the vehicle steering state and vehicle state information, and to determine the target reverse torque of each drive motor based on the reverse torque distribution coefficient and the target corrected reverse torque.

[0232] Specifically, the vehicle's steering state includes understeer, oversteer, and neutral, and can be determined based on the yaw rate difference between the current yaw rate and the target yaw rate. When the absolute value of the yaw rate difference is less than a preset threshold, the vehicle is considered to be in a neutral state. When the current yaw rate and the target yaw rate have the same sign, the yaw rate difference is less than zero, and the absolute value of the yaw rate difference is greater than a preset threshold, the vehicle is considered to be in an oversteer state. Otherwise, the vehicle is considered to be in an understeer state.

[0233] The central controller 10 determines the reverse torque distribution coefficient of the drive motor corresponding to each wheel based on the vehicle steering state and the wheel with a tire blowout, 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.

[0234] In some embodiments, the central controller 10 is used to, when the vehicle steering state is an understeer state, determine that the reverse torque distribution coefficient of the drive motor corresponding to the tire blown 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 tire blown wheel is the highest; when the vehicle steering state is an oversteer state, determine that the reverse torque distribution coefficient of the drive motor corresponding to the tire blown 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 blows out, the reverse torque distribution coefficient of the drive motor corresponding to the normal wheel coaxial with the tire blown wheel is the highest; when the rear wheel blows out, the reverse torque distribution coefficient of the drive motor corresponding to the normal front wheel on a side other than the tire blown wheel is the highest.

[0235] Specifically, when a front tire blows out, if the vehicle is currently in an understeering state, the front wheel with the blown tire will no longer distribute reverse torque, but will distribute the target corrected reverse torque to the remaining normal wheels, and the distribution ratio will be higher for the rear wheel on the same side as the front wheel; if the vehicle is currently in an oversteering state, the front wheel with the blown tire will no longer distribute reverse torque, but will distribute the target corrected reverse torque to the remaining normal wheels, and the distribution ratio will be higher for the other front wheel coaxial with the front wheel. When a rear tire blows out, if the vehicle is currently in an understeering state, the rear wheel with the blown tire will no longer distribute reverse torque, but will distribute the target corrected reverse torque to the remaining normal wheels, and the distribution ratio will be higher for the front wheel on the same side as the rear wheel; if the vehicle is currently in an oversteering state, the rear wheel with the blown tire will no longer distribute reverse torque, but will distribute the target corrected reverse torque to the remaining normal wheels, and the distribution ratio will be higher for the front wheel on a side other than the rear wheel.

[0236] For example, taking the left front wheel as an example, if the left front wheel has a tire blowout, if the vehicle is currently in an understeer state, the target corrective counter torque will be distributed to the remaining three wheels, with a higher proportion being allocated to the left rear wheel; if the vehicle is currently in an oversteer state, the target corrective counter torque will be distributed to the remaining three wheels, with a higher proportion being allocated to the right front wheel.

[0237] It should be noted that if the vehicle is currently in a neutral state, the wheel with a flat tire will no longer be assigned a reverse torque, but the target corrected reverse torque will be evenly distributed to the remaining normal wheels.

[0238] After determining the reverse torque distribution coefficients for the drive motors corresponding to each wheel based on the vehicle's steering state and the wheel experiencing the tire blowout, the reverse torque distribution coefficients can be multiplied by the target corrected reverse torque to obtain the target reverse torques for the drive motors corresponding to each wheel. For example, the target reverse torque for the left front wheel's drive motor = target corrected reverse torque × reverse torque distribution coefficient for the left front wheel's drive motor; the target reverse torque for the right front wheel's drive motor = target corrected reverse torque × reverse torque distribution coefficient for the right front wheel's drive motor; the target reverse torque for the left rear wheel's drive motor = target corrected reverse torque × reverse torque distribution coefficient for the left rear wheel's drive motor; and the target reverse torque for the right rear wheel's drive motor = target corrected reverse torque × reverse torque distribution coefficient for the right rear wheel's drive motor.

[0239] In some embodiments, the central controller 10 may also activate the corresponding internal torque distribution control module to perform the aforementioned torque distribution according to the target rotation direction of the vehicle and the tire blowout condition of the vehicle.

[0240] Among them, the target turning direction of the vehicle can be determined according to the front wheel turning angle. For example, when -1×preset front wheel turning angle threshold>front wheel turning angle, the target turning direction is to turn left; when -1×preset front wheel turning angle threshold≤front wheel turning angle≤preset front wheel turning angle threshold, the target turning direction is to go straight; when the preset front wheel turning angle threshold<front wheel turning angle, the target turning direction is to turn right.

[0241] The torque distribution control module can be a virtual module inside the central controller 10, and can include a left-turn torque distribution control module, a straight-line torque distribution control module, and a right-turn torque distribution control module, and each module includes a left rotor torque distribution control module and a right rotor torque distribution control module.

[0242] The central controller 10 may first select a corresponding torque distribution control module according to the target rotation direction of the vehicle, and then further activate a sub-torque distribution control module in the selected torque distribution control module based on the tire blowout condition of the vehicle, and perform torque distribution through the sub-torque distribution control module.

[0243] For example, when the target rotation direction is left turn, the left turn torque distribution control module is selected, and when the vehicle tire blowout is on the left wheel, the left rotor torque distribution control module in the left turn torque distribution control module is activated, while when the vehicle tire blowout is on the right wheel, the right rotor torque distribution control module in the left turn torque distribution control module is activated. When the target rotation direction is straight ahead, the straight ahead torque distribution control module is selected, and when the vehicle tire blowout is on the left wheel, the left rotor torque distribution control module in the straight ahead torque distribution control module is activated, while when the vehicle tire blowout is on the right wheel, the right rotor torque distribution control module in the straight ahead torque distribution control module is activated. When the target rotation direction is right turn, the right turn torque distribution control module is selected, and when the vehicle tire blowout is on the left wheel, the left rotor torque distribution control module in the right turn torque distribution control module is activated, while when the vehicle tire blowout is on the right wheel, the right rotor torque distribution control module in the right turn torque distribution control module is activated. Then, the aforementioned torque distribution is performed based on the activated sub-torque distribution control module.

[0244] In some embodiments, after obtaining the target reverse torque of the drive motor corresponding to each wheel, the target reverse torque can also be limited. For example, if the target reverse torque is less than or equal to the smaller of the vehicle's current maximum reverse torque limit and the corrected torque limit, the target reverse torque is used as the final target reverse torque; otherwise, the smaller of the two limits is used as the final target reverse torque. Furthermore, the target reverse torque after limiting can also be smoothed and anti-shake processed, thereby increasing the smoothness of the vehicle control process, reducing vehicle vibration, and improving the user's riding experience.

[0245] In some embodiments, the central controller 10 is further configured to obtain the total required torque of each drive motor, and determine the target torque of each drive motor according to the total required torque and the target reverse torque of each drive motor.

[0246] Specifically, when a tire blowout occurs in a vehicle, the central controller 10 obtains the total required torque of the drive motors corresponding to each wheel required for the vehicle to travel, and on the other hand, calculates the target reverse torque of the drive motors corresponding to each wheel based on the unexpected yaw angular velocity caused by the tire blowout in the aforementioned manner, and then superimposes the two to obtain the target torque of the drive motors corresponding to each wheel.

[0247] Among them, there are many ways to obtain the total required torque of the drive motor corresponding to each wheel. For example, taking the left front wheel flat tire as an example, the total required torque of the left front wheel = the total vehicle required torque × the front and rear required torque distribution coefficient; the total required torque of the right front wheel = the total vehicle required torque × the front and rear required torque distribution coefficient; the total required torque of the left rear wheel = the total vehicle required torque × (1-front and rear required torque distribution coefficient) × the left and right required torque distribution coefficient + the reverse capacity limiting torque; the total required torque of the right rear wheel = the total vehicle required torque × (1-front and rear required torque distribution coefficient) × (1-left and right required torque distribution coefficient). It should be noted that the front and rear required torque distribution coefficient is relative to the front and rear axle wheels of the vehicle, specifically refers to the front axle required torque distribution coefficient, which can be obtained in advance through testing, and the left and right required torque distribution coefficient is relative to the left and right wheels of the vehicle, specifically refers to the left required torque distribution coefficient, which can be obtained in advance through testing.

[0248] After calculating the total required torque and target reverse torque of the drive motor corresponding to each wheel, the two are superimposed to obtain the target torque of the drive motor corresponding to each wheel. 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.

[0249] In the above embodiment, after a tire blows out, the vehicle's current yaw angular velocity, steering wheel angle, current vehicle speed and other signals can be used to judge the vehicle's state, and the target correction reverse torque can be calculated to correct the deviation. The feedback braking torque is used to ensure that the vehicle remains stable while braking and decelerating. This fully utilizes the advantages of independent control of the four motors and adopts a feedback braking control method to differentially adjust the torque of the non-flattened wheels, thereby broadening the tire blowout braking control boundary. The response speed and control accuracy are both improved compared to the hydraulic braking system.

[0250] In some embodiments, the vehicle driving scenario includes a vehicle floating scenario, and the central controller 10 is used to, when the vehicle is in a floating state, use a motion control algorithm to determine the pre-control torque and torque correction of each wheel based on the target yaw angular velocity, the current yaw angular velocity, and the pre-control target wheel speed and current wheel speed of each wheel, and determine the target torque of each drive motor based on the pre-control torque and torque correction of each wheel.

[0251] Specifically, control strategies for amphibious vehicles in related technologies typically only distinguish between normal driving mode and wading mode. However, when floating, torque control alone cannot be used to control the vehicle's posture. Therefore, controlling the control accuracy and response characteristics of floatable vehicles is an urgent issue. Based on this, some embodiments of the present disclosure leverage the independent drive capabilities of the four-motor powertrain architecture when the vehicle is in a floating state, implementing dual closed-loop control to achieve buoyancy with superior control accuracy and response characteristics.

[0252] It should be noted that the current yaw rate is obtained as described above. The current wheel speed can be obtained 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 current wheel speed can also be directly obtained using the first wheel speed, the second wheel speed, or the third wheel speed. Due to the higher accuracy of the fused current wheel speed, the fused current wheel speed is preferred.

[0253] When the central controller 10 determines that the vehicle is in a floating state, it can first use a first motion control algorithm to determine the target wheel speed correction of each wheel based on the vehicle's target yaw angular velocity and current yaw angular velocity; then use a second motion control algorithm to determine the pre-control torque and torque correction of each wheel based on the pre-control target wheel speed, current wheel speed and target wheel speed correction of each wheel; finally, based on the pre-control torque and torque correction of each wheel, determine the target torque of the drive motor corresponding to each wheel.

[0254] In this way, taking advantage of the independent driving capability of the four-motor power architecture, a dual closed-loop control scheme based on wheel speed closed-loop and yaw angular velocity closed-loop is formed to form a complete dual closed-loop control loop consisting of wheel speed, yaw angular velocity, feedforward control formed by pre-controlled torque / wheel speed, and controller feedback control, which has good control accuracy and control response characteristics.

[0255] Among them, regarding the use of different motion control methods to determine the target wheel speed correction, pre-control torque and torque correction for each wheel in turn, a variety of implementation methods can be adopted, and the specific implementation is also related to the current driving state of the vehicle. For example, in a deep-water scenario, a vehicle in a floating state can be divided into non-in-place steering driving and in-place steering driving, wherein non-in-place steering driving can specifically include straight driving, slow turning or correction during straight driving, etc. While fully considering the characteristics of the four-motor power architecture with fast control feedback and the ability to be independently controlled, in some embodiments of the present disclosure, different floating driving control strategies are proposed for non-in-place steering driving and in-place steering driving.

[0256] In some embodiments, the central controller 10 is used to, when the vehicle is in a floating state and not turning in place, determine the target wheel speed correction using a first motion control algorithm based on the target yaw angular velocity and the current yaw angular velocity, wherein the target yaw angular velocity is determined based on the current vehicle speed and the steering wheel angle; and determine the torque correction using a second motion control algorithm based on the target wheel speed correction, the pre-controlled target wheel speed and the current wheel speed, wherein the pre-controlled target wheel speed and the pre-controlled torque are determined based on the throttle information.

[0257] Specifically, the central controller 10 first determines the vehicle's target yaw rate based on the vehicle's steering wheel angle and current speed, based on a preset steering wheel angle-vehicle speed-target yaw rate relationship. Then, based on the vehicle's target yaw rate and current yaw rate, a first motion control algorithm, such as a PI (Proportional Integral), PD (Proportional Derivative), or PID control algorithm, is used to determine the target wheel speed correction for each wheel. Furthermore, based on the vehicle's throttle opening and a preset throttle-target wheel speed-motor pre-control torque relationship, the pre-control target wheel speed and pre-control torque for each wheel are determined. Next, based on the pre-control target wheel speed, current wheel speed, and target wheel speed correction for each wheel, a second motion control algorithm, such as a PI, PD, or PID control algorithm, is used to determine the torque correction for each wheel. Finally, based on the pre-control torque and torque correction for each wheel, the target torque for the corresponding drive motor of each wheel is determined.

[0258] As a specific example, referring to Figure 11 , first, based on the throttle opening, a table of throttle-target wheel speed-motor pre-control torque curves is consulted to obtain the required pre-control target wheel speed and drive motor pre-control torque for that throttle opening. Simultaneously, based on the steering wheel angle and current vehicle speed, a table of steering wheel angle-vehicle speed-target yaw rate curves is consulted to obtain the target yaw rate required for steering under the current steering wheel angle and vehicle speed. This target yaw rate is subtracted from the current yaw rate via an adder to obtain a yaw rate response deviation. This yaw rate response deviation is then input to the input of a first controller as its input signal. The first controller can be a PI controller, a PD controller, or a PID controller. The output signal of the first controller serves as a target wheel speed correction and is summed with the pre-control target wheel speed via an adder to obtain the target wheel speed. The target wheel speed is subtracted from the current wheel speed via an adder to obtain the wheel speed response deviation. This wheel speed response deviation is then input to the input of a second controller as its input signal. The second controller can be a PI, PD, or PID controller. The output signal of the second controller serves as the torque correction and is summed with the pre-control torque via an adder to obtain the target torque for each wheel's drive motor. After receiving the target torque signal, the motor controller performs drive motor torque control.

[0259] In this way, the dual closed-loop control scheme based on the wheel speed closed loop and the yaw angular velocity closed loop forms a complete dual closed-loop control loop composed of wheel speed and yaw angular velocity, feedforward control formed by pre-control torque / wheel speed and controller feedback control, which has good control accuracy and control response characteristics.

[0260] In some embodiments, the central controller 10 is used to, when the vehicle is in a floating state and turning in place in the driver mode, determine the target wheel speed correction using a first motion control algorithm based on the target yaw angular velocity and the current yaw angular velocity, wherein the target yaw angular velocity is determined based on the throttle information and the initial target yaw angular velocity; and determine the torque correction using a second motion control algorithm based on the target wheel speed correction, the pre-controlled target wheel speed and the current wheel speed, wherein the pre-controlled target wheel speed and the pre-controlled torque are determined based on the target yaw angular velocity.

[0261] Specifically, pivoting is further categorized into pivoting in driver mode and pivoting in automatic mode. Pivoting in driver mode involves the driver directly controlling the steering wheel and throttle to steer the vehicle. Pivoting in automatic mode involves the driver simply inputting the target turning direction and angle, with the autonomous driving system automatically controlling the vehicle. Different floating driving control strategies are proposed for pivoting in driver mode and automatic mode, respectively.

[0262] When the vehicle is in a floating state and performing a pivot turn in driver mode, the central controller 10 first determines the vehicle's current target yaw rate based on the vehicle's throttle opening and initial target yaw rate, based on a preset throttle-yaw rate increment relationship. Then, based on the vehicle's current target yaw rate and current yaw rate, the central controller 10 uses a first motion control algorithm, such as a PI, PD, or PID control algorithm, to determine a target wheel speed correction for each wheel. Furthermore, based on the vehicle's target yaw rate and a preset target yaw rate-target wheel speed-motor pre-control torque relationship, the pre-control target wheel speed and pre-control torque for each wheel can be determined. Then, based on the pre-control target wheel speed, current wheel speed, and target wheel speed correction for each wheel, the central controller 10 uses a second motion control algorithm, such as a PI, PD, or PID control algorithm, to determine a torque correction for each wheel. Finally, based on the pre-control torque and torque correction for each wheel, the target torque for the drive motor corresponding to each wheel is determined.

[0263] As a specific example, referring to Figure 12, first, based on the throttle opening, a table of throttle-yaw rate increment curves is looked up to determine the yaw rate increment at that throttle opening. This yaw rate increment is then summed with the initial target yaw rate via an adder to obtain the total target yaw rate. The initial target yaw rate is set to ensure that the vehicle maintains an initial default rotational speed even when the driver is not pressing the accelerator.

[0264] Based on the total target yaw rate, a table of target yaw rate-target wheel speed-motor pre-control torque curves is consulted to obtain the required pre-control target wheel speed and pre-control torque of the drive motor at the target yaw rate. Simultaneously, the total target yaw rate is subtracted from the current yaw rate via an adder to obtain a yaw rate response deviation. This yaw rate response deviation is then input to the input of a third controller as its input signal. The third controller can be a PI controller, a PD controller, or a PID controller. The output signal of the third controller serves as a target wheel speed correction and is summed with the pre-control target wheel speed via an adder to obtain the target wheel speed. The target wheel speed is subtracted from the current wheel speed via an adder to obtain the wheel speed response deviation. This wheel speed response deviation is input to the input of a fourth controller as its input signal. The fourth controller can be a PI controller, a PD controller, or a PID controller. The output signal of the fourth controller serves as a torque correction and is summed with the pre-control torque via an adder to obtain the target torque for the drive motor corresponding to each wheel. After receiving the target torque signal of the driving motor, the motor controller performs torque control of the driving motor.

[0265] In this way, the dual closed-loop control scheme based on the wheel speed closed loop and the yaw angular velocity closed loop forms a complete dual closed-loop control loop composed of wheel speed and yaw angular velocity, feedforward control formed by pre-control torque / wheel speed and controller feedback control, which has good control accuracy and control response characteristics.

[0266] In some embodiments, the central controller 10 is used to determine the target wheel speed correction amount using a first motion control algorithm based on the vehicle's target turning angle, target yaw angular velocity and current yaw angular velocity when the vehicle is in a floating state and turning on the spot in automatic mode; and to determine the torque correction amount using a second motion control algorithm based on the target wheel speed correction amount, pre-controlled target wheel speed and current wheel speed, wherein the pre-controlled target wheel speed and pre-controlled torque are determined based on the target yaw angular velocity.

[0267] Specifically, when the vehicle is in a floating state and turning in place in automatic mode, the central controller 10 uses a first motion control algorithm, such as a PI, PD, or PID control algorithm, to determine the target wheel speed correction for each wheel based on the vehicle's target yaw rate, current yaw rate, and target turning angle. The target turning angle is the target turning angle parameter input in automatic mode and can be used for left or right turns, specifically reflected in the target turning angle. Simultaneously, based on the vehicle's target yaw rate and a preset target yaw rate-target wheel speed-motor pre-control torque relationship, the pre-control target wheel speed and pre-control torque for each wheel are determined. Subsequently, based on the pre-control target wheel speed, wheel speed, and target wheel speed correction for each wheel, a second motion control algorithm, such as a PI, PD, or PID control algorithm, is used to determine the torque correction for each wheel. Finally, based on the pre-control torque and torque correction for each wheel, the target torque for the drive motor corresponding to each wheel is determined.

[0268] As a specific example, in the automatic mode of floating pivot control, the vehicle's control objective is to rotate through the received target rotation angle at a preset angular velocity. If the actual angular velocity deviates significantly from the preset angular velocity, corrective control is implemented using a closed-loop speed control method. If the actual angular velocity is close to the target angular velocity, corrective control is implemented using a closed-loop position control method.

[0269] Referring to Figure 13 , first, based on the preset target yaw rate, a table of target yaw rate-target wheel speed-motor pre-control torque curves is looked up to obtain the pre-control target wheel speed and drive motor pre-control torque required for the rotational speed. The target yaw rate and the current yaw rate are then subtracted using an adder to obtain a yaw rate response deviation. This yaw rate response deviation is then input to the input of a fifth controller as its input signal. The fifth controller can be a PI controller, a PD controller, or a PID controller. The current yaw rate is then used to obtain an actual yaw angle using an integrator. The target rotation angle and the actual yaw angle are then subtracted using an adder to obtain a yaw angle response deviation. This yaw angle response deviation is then input to the input of a seventh controller as its input signal. The seventh controller can be a PI controller, a PD controller, or a PID controller. The yaw angle response deviation obtained by the adder, the output of the fifth controller, and the output of the seventh controller are then input to a comparator selector, respectively. When the yaw angle response deviation is greater than a threshold, the target wheel speed correction value is equal to the output of the fifth controller; otherwise, the target wheel speed correction value is equal to the output of the seventh controller. This allows switching between the control algorithms of the fifth and seventh controllers.

[0270] The target wheel speed correction and the pre-controlled target wheel speed are summed via an adder to obtain the target wheel speed. The target wheel speed is subtracted from the current wheel speed via an adder to obtain the wheel speed response deviation. The wheel speed response deviation is input to the input of the sixth controller as its input signal. The sixth controller can be a PI controller, a PD controller, or a PID controller. The output signal of the sixth controller is used as the torque correction and summed with the pre-controlled torque via 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 performs drive motor torque control.

[0271] In this way, the dual closed-loop control scheme based on the wheel speed closed loop and the yaw angular velocity closed loop forms a complete dual closed-loop control loop composed of wheel speed and yaw angular velocity, feedforward control formed by pre-control torque / wheel speed and controller feedback control, which has good control accuracy and control response characteristics.

[0272] In the above embodiment, based on a four-motor powertrain architecture, when the vehicle is in a floating state, a motion control algorithm is used to determine the pre-controlled torque and torque correction for each wheel based on the vehicle's target and current yaw rate, as well as the pre-controlled target and current wheel speeds of each wheel. Subsequently, the target torque output by the corresponding drive motor is determined based on the pre-controlled torque and torque correction for each wheel to control vehicle movement. This dual closed-loop control scheme, based on wheel speed and yaw rate closed loops, forms a complete dual closed-loop control circuit consisting of wheel speed and yaw rate, feedforward control based on pre-controlled torque / wheel speed, and controller feedback control, achieving excellent control accuracy and response characteristics.

[0273] In some embodiments, the vehicle driving scenario includes a vehicle anti-skid scenario, and the central controller 10 is used to obtain the adjustment torque of each wheel when the vehicle is in the vehicle anti-skid scenario, and determine the front axle adjustment torque and the rear axle adjustment torque based on the adjustment torque of each wheel, and determine the target torque of each drive motor based on the front axle adjustment torque and the rear axle adjustment torque.

[0274] Specifically, during vehicle driving, wheels often slip, and reverse wheel slip occurs under differential conditions. Therefore, different torque control strategies need to be formulated for different wheel slip conditions to achieve vehicle anti-skid. In the related art, TCS (Traction Control System) and ABS are mainly used. The TCS function is aimed at controlling the driving force after the wheel speed increases abnormally under driving conditions, while the ABS function is aimed at controlling the braking torque when the wheel speed decreases under braking conditions. The ABS function is not activated under driving conditions. When the inner wheel slips, the wheel speed first decreases and then reverses. Conventional TCS cannot recognize this condition. In addition, current solutions usually use single-wheel torque reduction technology. If single-wheel control is still used under differential conditions, it will cause the wheel to generate undesirable yaw torque, thereby affecting the vehicle body posture. In short, the related art does not specifically identify and prevent slip control for reverse wheel slip under differential conditions, resulting in certain limitations in the safety and reliability of the vehicle differential function. Based on this, in some embodiments of the present disclosure, when preventing slipping, full use is made of the control advantage of the four-motor power architecture that can be driven independently to prevent the vehicle from slipping.

[0275] For example, in some embodiments, the central controller 10 may calculate the PID adjustment torque corresponding to each wheel, and then determine the target torque of 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 obtains the difference between the current wheel speed of the left front wheel and the current vehicle speed, and performs PID adjustment on this difference to obtain the torque required to adjust 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. The target torque corresponding to the left front wheel can then be determined 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 and will not be repeated here.

[0276] In some embodiments, when PID regulation is performed on the difference between the current wheel speed of each wheel and the current vehicle speed to obtain the PID regulation torque of 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, after obtaining the difference between the current wheel speed of the left front wheel and the current vehicle speed, the central controller 10 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, and 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 will not be repeated here.

[0277] 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 according to 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.

[0278] It can be understood that 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 then the torque of each wheel can be distributed according to the target torque of the drive motor corresponding to each wheel to achieve torque adjustment of each wheel. Among them, the front axle adjustment torque and the rear axle adjustment torque are calculated to achieve torque synchronization control.

[0279] Specifically, referring to Figure 14, since the vehicle is currently in a differential state, in addition to the driving torque, a differential torque in the opposite direction is also applied to the coaxial wheels. If only the slipping wheels are controlled to reduce torque, it will cause the entire vehicle to generate an undesirable yaw moment and change the magnitude of the vehicle's longitudinal force, causing the vehicle to skid, push its head, or have abnormal speed. Therefore, in the differential state, the coaxial wheels need to be synchronously adjusted after the wheels slip. Therefore, the front axle adjustment torque and rear axle adjustment torque corresponding to the vehicle are determined according to the adjustment torque of each wheel, and then the target torque of the drive motor corresponding to each wheel is determined according to the front axle adjustment torque and the rear axle adjustment torque, so that the synchronous adjustment control of the torque of the coaxial wheels can be achieved, avoiding the generation of undesirable yaw torque of the entire vehicle, and preventing the vehicle from skidding, pushing its head, or having abnormal speed.

[0280] For example, the central controller 10 may first determine the front axle PID adjustment torque and 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 rear axle PID adjustment torque.

[0281] In some embodiments, the central controller 10 is used to determine the front axle adjustment torque based on the maximum adjustment torque in the front axle wheel when at least one of the front axle wheels slips, and determine the rear axle adjustment torque based on the maximum adjustment torque in the front axle wheel and the rear axle wheel; when neither of the front axle wheels slips, determine the rear axle adjustment torque based on the maximum adjustment torque in the rear axle wheel, and the front axle adjustment torque is zero.

[0282] Specifically, when the central controller 10 determines the front axle adjustment torque and rear axle adjustment 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 slips, that is, the front axle slips, the front axle adjustment torque and the rear axle adjustment torque are calculated according to the first calculation strategy; if neither the left front wheel nor the right front wheel slips, that is, the front axle does not slip, the front axle adjustment torque and the rear axle adjustment torque are calculated according to the second calculation strategy.

[0283] The first calculation strategy uses the maximum of the left front wheel's and right front wheel's adjustment torques as the front axle adjustment torque, and uses the maximum of the left front wheel's, right front wheel's, left rear wheel's, and right rear wheel's adjustment torques as the rear axle adjustment torque. The second calculation strategy uses the front axle adjustment torque as zero, and uses the maximum of the left rear wheel's and right rear wheel's adjustment torques as the rear axle adjustment torque.

[0284] Specifically, when the front axle wheels slip during vehicle travel, the rear axle wheels are also likely to slip when traversing the same road surface. Therefore, when the front axle wheels slip, adjusting the rear axle differential torque helps reduce the frequency of wheel slip. This is achieved by using the first calculation strategy to calculate the adjustment torques for the front and rear axles. When the front axle wheels are not slipping, it is uncertain whether the rear axle wheels will slip. Therefore, adjusting the rear axle differential torque helps reduce the frequency of rear axle wheel slip. This is achieved by using the second calculation strategy to calculate the adjustment torques for the front and rear axles.

[0285] In some embodiments, the central controller 10 is used to determine the target torque of the drive motor corresponding to the front axle wheel based on the wheel-end torque of the front axle wheel and the front axle adjustment torque before the anti-skid control of the front axle wheel intervenes, when the torque directions of the vehicle's inner-turning wheel and the outer-turning wheel are opposite, and determine the target torque of the drive motor corresponding to the rear axle wheel based on the wheel-end torque of the rear axle wheel and the rear axle adjustment torque before the anti-skid control of the rear axle wheel intervenes; when the torque directions of the vehicle's inner-turning wheel and the outer-turning wheel are the same, determine the target torque of the drive motor corresponding to the front axle wheel based on the relationship between the difference between the wheel-end torque of the front axle wheel and the front axle adjustment torque before the anti-skid control of the rear axle wheel intervenes and zero, and determine the target torque of the drive motor corresponding to the rear axle wheel based on the relationship between the difference between the wheel-end torque of the rear axle wheel and the rear axle adjustment torque before the anti-skid control of the rear axle wheel intervenes and zero.

[0286] Specifically, after obtaining the front and rear axle adjustment torques, the central controller 10 can determine the target torques for the drive motors corresponding to each wheel based on the front and rear axle adjustment torques. For example, referring to FIG14 , when it is determined that the vehicle is currently in a differential operating state, a drive torque opposite to the direction of travel may be applied to the inner-turning wheel in this differential state. Therefore, different torque adjustment schemes are formulated for forward and reverse slip of the inner-turning wheel. Specifically, when the torques on the inner-turning wheel and the outer-turning wheel of the vehicle are in opposite directions, the third calculation strategy is used to calculate the target torques for the drive motors corresponding to each wheel. When the torques on the inner-turning wheel and the outer-turning wheel of the vehicle are in the same direction, the fourth calculation strategy is used to calculate the target torques for the drive motors corresponding to each wheel.

[0287] In this way, formulating a separate control strategy for the working condition of reverse slip of the steering inner wheel can improve the reliability of the vehicle's differential function and the safety of the vehicle.

[0288] The third calculation strategy is expressed by the following formula:

[0289] Among them, T lft is the target torque of the left front wheel corresponding to the driving motor, T lfi The wheel end torque of the left front wheel before the anti-skid control intervention, Trft is the target torque of the right front wheel corresponding to the driving motor, T rfi The wheel end torque of the right front wheel before anti-skid control intervention, T lrt is the target torque of the drive motor corresponding to the left rear wheel, T lri To prevent slip, the wheel end torque of the left and rear wheels is intervened. rrt is the target torque of the drive motor corresponding to the right rear wheel, T rri To prevent slip, the wheel end torque of the right rear wheel is intervened, ΔT F is the front axle adjustment torque, ΔT R is the rear axle adjustment torque, and d is the vehicle rotation direction.

[0290] 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 set to 1, that is, d=1; when the vehicle turns right, the vehicle rotation direction is -1, that is, d=-1.

[0291] Based on this, when the vehicle turns left, the third calculation strategy is expressed by the following formula:

[0292] When the vehicle turns right, the third calculation strategy is expressed by the following formula:

[0293] The fourth calculation strategy is expressed by the following formula:

[0294] In this way, through the above-mentioned third calculation strategy or fourth calculation strategy, the target torque of the drive motor corresponding to each wheel can be calculated, and then the torque of the corresponding wheels can be distributed according to the target torque of the drive motor corresponding to each wheel, so that the output torque of each wheel adapts to the current driving condition of the vehicle, reduces the frequency of vehicle slippage, and at the same time ensures that under differential conditions, the vehicle will not generate additional yaw torque after a single wheel slips and reduces torque, thereby avoiding affecting the vehicle body posture and ensuring the riding experience of the people in the vehicle.

[0295] In some embodiments, the central controller 10 is further configured to perform torque limiting and smoothing and anti-shake processing on the target torque. For example, the target torque can be limited by the maximum available torque limit of the vehicle's drive motor. Furthermore, the target torque after torque limiting can be smoothed and anti-shake processed. Specifically, smoothing and anti-shake processing can be performed using first-order filtering and a set torque change step limit. By performing torque limiting and smoothing and anti-shake processing on the target torque, the smoothness of the vehicle control process can be increased, vehicle vibration can be reduced, and thus the user's riding experience can be improved.

[0296] In the above embodiment, taking advantage of the independent drive capability of the four-motor powertrain architecture, the target torque for each wheel's corresponding drive motor is calculated during vehicle anti-slip control. Torque adjustment is then performed on each wheel based on the target torque of the corresponding drive motor, thereby achieving vehicle anti-slip control under differential conditions. Furthermore, by classifying the vehicle's differential state, an optimized identification scheme for wheel slip under differential conditions is implemented, employing different drive torque control logics. For example, a coaxial control strategy is employed for slipping wheels, while a control strategy is developed for reverse slip of the inner-turning wheel. This ensures timely identification of reverse wheel slip and expands the use scenarios of the differential function, preventing high-speed wheel slip and vehicle body deflection, thereby improving the reliability of the vehicle's differential function and the user experience.

[0297] In some embodiments, the central controller is also used to identify vehicle driving scenarios.

[0298] Specifically, the central controller 10 can obtain relevant data from vehicle components within multiple functional domains and fuse the relevant data to generate fused data. Based on this fused data and combined with relevant data, the central controller 10 can identify vehicle driving scenarios, such as tire blowouts, vehicle floating, and whether the vehicle is in an anti-skid situation. This fusion of relevant data can improve the accuracy of vehicle driving scenario recognition.

[0299] In some embodiments, the central controller 10 is also used to obtain first data of at least one vehicle component within the first functional domain 21 and second data of at least one vehicle component within the second functional domain 22, and to fuse the first data and the second data to obtain fused data, and to identify the vehicle driving scene based on the fused data.

[0300] Exemplarily, the vehicle driving scene includes one or more of a vehicle tire blowout scene, a vehicle floating scene, and a vehicle anti-skid scene. The central controller 10 can obtain data related to the vehicle driving scene to be identified from multiple functional domains, and then identify the corresponding vehicle driving scene based on these data. For example, the first data and the second data can be obtained from the first functional domain 21 and the second functional domain 22 respectively, and the corresponding vehicle driving scene can be identified based on the first data and the second data. Among them, the first data represents the vehicle state obtained by at least one vehicle component in the first functional domain 21, and the second data represents the vehicle state obtained by at least one vehicle component in the second functional domain 22. For example, the first functional domain 21 is a power domain, and the first wheel speed of each wheel can be obtained from the power domain. The second functional domain 22 can be a chassis domain, and the second wheel speed of each wheel can be obtained from the chassis domain. The specific data obtained is related to the vehicle driving scene to be identified.

[0301] In some embodiments, the vehicle driving scenario includes a vehicle tire blowout scenario, the second functional domain 22 is the chassis domain, and the central controller 10 is used to obtain first data of at least one vehicle component in the power domain and second data of at least one vehicle component in the chassis domain, and fuse the first data and the second data to obtain fused data, and identify the vehicle tire blowout scenario based on the fused data.

[0302] Specifically, the central controller 10 can obtain relevant data in the power domain and chassis domain, and accurately identify the vehicle tire blowout scenario based on the relevant data. When the vehicle has a tire blowout, the target torque of each drive motor is determined in the aforementioned manner, and the corresponding drive motor is controlled based on the target torque to keep the vehicle stable while braking and decelerating.

[0303] In some embodiments, the first data includes the first wheel speed of each wheel, and the second data includes the second wheel speed of each wheel. The central controller 10 is used to fuse 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 components directly connected to the central controller to obtain the current wheel speed of each wheel; determine the first wheel speed difference and several wheel speed difference deviations of each wheel according to the current wheel speed of each wheel; and identify the vehicle tire blowout scenario and the vehicle status information in the vehicle tire blowout scenario based on the first wheel speed difference and several wheel speed difference deviations of each wheel.

[0304] Specifically, when the central controller 10 is performing vehicle tire blowout scene recognition, it can first fuse 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 components directly connected to the central controller 10 to obtain the current wheel speed of each wheel. Please refer to the above for details and will not be repeated here. It can be understood that the first wheel speed, the second wheel speed, or the third wheel speed can also be used directly, but compared with these three wheel speeds, the current wheel speed has a higher accuracy, so the current wheel speed is preferred. Then, based on the current wheel speed of each wheel, the first wheel speed difference and several wheel speed difference deviations of each wheel are determined, wherein 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 wheel speed difference deviation of each wheel refers to the deviation between the first wheel speed difference of each wheel and the first wheel speed difference of other wheels.

[0305] In some embodiments, the central controller 10 is used to obtain the average value of the current wheel speeds of wheels other than the target wheel to obtain the average wheel speed, and obtain the difference between the current wheel speed of the target wheel and the average wheel speed to obtain the first wheel speed difference of the target wheel, wherein the target wheel is any wheel of the vehicle.

[0306] Specifically, for the left front wheel, the first wheel speed difference of the left front wheel = the current wheel speed of the left front wheel - (the current wheel speed of the right front wheel + the current wheel speed of the left rear wheel + the current wheel speed of the right rear wheel) / 3; for the right front wheel, the first wheel speed difference of the right front wheel = the current wheel speed of the right front wheel - (the current wheel speed of the left front wheel + the current wheel speed of the left rear wheel + the current wheel speed of the right rear wheel) / 3; for the left rear wheel, the first wheel speed difference of the left rear wheel = the current wheel speed of the left rear wheel - (the current wheel speed of the left front wheel + the current wheel speed of the right front wheel + the current wheel speed of the right rear wheel) / 3; for the right rear wheel, the first wheel speed difference of the right rear wheel = the current wheel speed of the right rear wheel - (the current wheel speed of the left front wheel + the current wheel speed of the right front wheel + the current wheel speed of the left rear wheel) / 3.

[0307] In some embodiments, the central controller 10 is used to obtain, for a target wheel, the difference between the first wheel speed difference of the target wheel and the first wheel speed differences of each wheel other than the target wheel, to obtain several wheel speed difference deviations of the target wheel; wherein the target wheel is any wheel of the vehicle.

[0308] Specifically, for the left front wheel, there are three wheel speed difference deviations, among which the first left front wheel speed difference deviation = the first wheel speed difference of the left front wheel - the first wheel speed difference of the right front wheel; the second left front wheel speed difference deviation = the first wheel speed difference of the left front wheel - the first wheel speed difference of the left rear wheel; and the third left front wheel speed difference deviation = the first wheel speed difference of the left front wheel - the first wheel speed difference of the right rear wheel. For the right front wheel, there are three wheel speed difference deviations, among which the first right front wheel speed difference deviation = the first wheel speed difference of the right front wheel - the first wheel speed difference of the left front wheel; the second right front wheel speed difference deviation = the first wheel speed difference of the right front wheel - the first wheel speed difference of the left rear wheel; and the third right front wheel speed difference deviation = the first wheel speed difference of the right front wheel - the first wheel speed difference of the right rear wheel. The process for obtaining the wheel speed difference deviations for the left and right rear wheels is the same as that for the left and right front wheels, and will not be repeated here. It should be noted that the wheel speed difference deviations can be positive or negative.

[0309] The central controller 10 can identify whether the vehicle has a tire blowout and which specific wheel has the tire blowout based on the first wheel speed difference and the plurality of wheel speed difference deviations of the respective wheels.

[0310] In some embodiments, the central controller 10 is used to determine that the target wheel has a tire blowout when a first wheel speed difference of the target wheel is greater than a preset wheel speed difference threshold and lasts for a first preset time threshold, and at least one wheel speed difference deviation among several wheel speed difference deviations of the target wheel is greater than a preset wheel speed difference deviation threshold and lasts for a second preset time threshold; wherein the target wheel is any wheel of the vehicle.

[0311] Exemplarily, for the left front wheel, for example, the first wheel speed difference of the left front wheel and the three left front wheel speed difference deviations can be judged simultaneously, wherein, if the first wheel speed difference of the left front wheel is greater than a preset wheel speed difference threshold and lasts for a first preset time threshold, and one of the three left front wheel speed difference deviations is greater than the preset wheel speed difference deviation threshold and lasts for a second preset time threshold, it is considered that the left front wheel has a tire blowout.

[0312] For another example, the first wheel speed difference of the left front wheel can be judged first, and when it is judged to be abnormal, the three left front wheel speed difference deviations can be judged. Specifically, the first wheel speed difference of the left front wheel can be judged first. If the first wheel speed difference of the left front wheel is greater than the preset wheel speed difference threshold and lasts for a first preset time threshold, it is considered that there is an abnormality in the left front wheel. At this time, the three left front wheel speed difference deviations are judged. Otherwise, no judgment is made. When judging the three left front wheel speed difference deviations, if one of the three left front wheel speed difference deviations is greater than the preset wheel speed difference deviation threshold and lasts for a second preset time threshold, it is considered that the left front wheel has a tire blowout. That is, when the first wheel speed difference of the left front wheel is greater than the first wheel speed difference of the right front wheel, and |left When the first wheel speed difference of the front wheels - the first wheel speed difference of the right front wheels |> the preset wheel speed difference deviation threshold and lasts for the second preset time threshold, or the first wheel speed difference of the left front wheels > the first wheel speed difference of the left rear wheels, and |the first wheel speed difference of the left front wheels - the first wheel speed difference of the left rear wheels|> the preset wheel speed difference deviation threshold and lasts for the second preset time threshold, or the first wheel speed difference of the left front wheels > the first wheel speed difference of the right rear wheels, and |the first wheel speed difference of the left front wheels - the first wheel speed difference of the right rear wheels|> the preset wheel speed difference deviation threshold and lasts for the second preset time threshold, it is considered that the left front wheel has a tire blowout.

[0313] It should be noted that the judgment method for other wheels is the same as that for the left front wheel, and will not be repeated here.

[0314] In this way, by judging whether the wheel speed of each wheel and the wheel speed difference are abnormal, it is possible to indirectly determine whether the vehicle has a tire blowout and which specific wheel has a tire blowout. Compared with the tire pressure recognition method, it is faster.

[0315] In some embodiments, the second data also includes the tire pressure of each wheel. The central controller 10 is further used to identify the vehicle tire blowout scenario and the vehicle status information in the vehicle tire blowout scenario based on the first wheel speed difference, several wheel speed difference deviations and tire pressure of each wheel.

[0316] Specifically, the central controller 10 can first indirectly identify the vehicle tire blowout based on the first wheel speed difference and several wheel speed difference deviations of each wheel using the aforementioned method, and then further confirm the indirectly identified vehicle tire blowout through the tire pressure of each wheel to improve the accuracy of vehicle tire blowout identification.

[0317] 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; based on the first wheel speed difference, several wheel speed difference deviations, tire pressure and tire pressure difference, the vehicle tire blowout scenario and the vehicle tire blowout condition under the vehicle tire blowout scenario are identified.

[0318] Specifically, for the left front wheel, the left front wheel's tire pressure differential = the left front wheel's tire pressure - the standard tire pressure; for the right front wheel, the right front wheel's tire pressure differential = the right front wheel's tire pressure - the standard tire pressure; for the left rear wheel, the left rear wheel's tire pressure differential = the left rear wheel's tire pressure - the standard tire pressure; and for the right rear wheel, the right rear wheel's tire pressure differential = the right rear wheel's tire pressure - the standard tire pressure. The central controller 10 can identify whether the vehicle has a tire blowout and which specific wheel has the blowout based on the first wheel speed differential, several wheel speed differential deviations, tire pressure, and tire pressure differential of each wheel.

[0319] In some embodiments, the central controller 10 is used to determine that the target wheel has a tire blowout when, for a target wheel, a first wheel speed difference of the target wheel is greater than a preset wheel speed difference threshold and lasts for a first preset time threshold, and at least one wheel speed difference deviation among several wheel speed difference deviations of the target wheel is greater than a preset wheel speed difference deviation threshold and lasts for a second preset time threshold, and the tire pressure of the target wheel is less than a preset tire pressure threshold or the tire pressure difference of the target wheel is greater than the preset tire pressure difference threshold and lasts for a third preset time threshold, and the tire pressure difference of the target wheel is greater than the preset tire pressure difference threshold and lasts for a fourth preset time threshold; wherein the target wheel is any wheel of the vehicle.

[0320] For example, for the left front wheel, the first wheel speed difference of the left front wheel and the three wheel speed difference deviations of the left front wheel can be first judged to preliminarily determine whether the left front wheel has a tire blowout. When the preliminarily determined left front wheel tire blowout is determined, arbitration confirmation is then performed based on the tire pressure and tire pressure differential of the left front wheel. Specifically, if the first wheel speed difference of the left front wheel is greater than a preset wheel speed difference threshold and persists for a first preset time threshold, and one of the three wheel speed difference deviations of the left front wheel is greater than a preset wheel speed difference deviation threshold and persists for a second preset time threshold, then it is preliminarily determined that the left front wheel has a tire blowout. At this time, the tire pressure and tire pressure differential of the left front wheel are then judged; otherwise, no judgment is made. Furthermore, if the tire pressure of the left front wheel is less than a preset tire pressure threshold, or the tire pressure differential of the left front wheel is greater than the preset tire pressure differential threshold and persists for a third preset time threshold, and the tire pressure differential of the left front wheel is greater than the preset tire pressure differential threshold and persists for a fourth preset time threshold, then a tire blowout is determined for the left front wheel. The judgment method for the other wheels is the same as that for the left front wheel and will not be repeated here.

[0321] In this way, possible tire blowouts can be pre-identified using wheel speed and then confirmed using tire pressure, achieving two-dimensional tire blowout identification with higher reliability.

[0322] After the central controller 10 identifies the vehicle tire blowout scenario and the wheel with the blowout in the aforementioned manner, it can distribute torque to the drive motors corresponding to each wheel based on the wheel with the blowout to achieve vehicle stability control.

[0323] In some embodiments, the multiple different functional domains also include a third functional domain 23, and the central controller 10 is also used to obtain first data of at least one vehicle component in the first functional domain 21, second data of at least one vehicle component in the second functional domain 22, and third data of at least one vehicle component in the third functional domain 23, and fuse the first data, second data, and third data to obtain fused data, and identify the vehicle driving scene based on the fused data.

[0324] Exemplarily, vehicle driving scenarios include one or more of a tire blowout scenario, a floating scenario, and a skid prevention scenario. The central controller 10 can obtain data related to the vehicle driving scenario to be identified from multiple functional domains, and then identify the corresponding vehicle driving scenario based on this data. For example, first data, second data, and third data can be obtained from the first functional domain 21, the second functional domain 22, and the third functional domain 23, respectively, and the corresponding vehicle driving scenario can be identified based on the first data, second data, and third data. The first data represents the vehicle status acquired by at least one vehicle component in the first functional domain 21, the second data represents the vehicle status acquired by at least one vehicle component in the second functional domain 22, and the third data represents the vehicle status acquired by at least one vehicle component in the third functional domain 23. For example, if the first functional domain 21 is the power domain, the first wheel speed of each wheel can be obtained from the power domain. The second functional domain 22 can be the chassis domain, the second wheel speed of each wheel can be obtained from the chassis domain. The third functional domain 23 can be the intelligent driving domain, and the first vehicle speed can be obtained from the intelligent driving domain. The specific data obtained is related to the vehicle driving scenario to be identified.

[0325] In some embodiments, the vehicle driving scene includes a vehicle floating scene, the second functional domain 22 is the chassis domain, and the third functional domain 23 is the intelligent driving domain. The central controller 10 is used to obtain first data of at least one vehicle component in the power domain, second data of at least one vehicle component in the chassis domain, and third data of at least one vehicle component in the intelligent driving domain, and fuse the first data, second data, and third data to obtain fused data, and identify the vehicle floating scene based on the fused data.

[0326] Specifically, the central controller 10 can obtain relevant data from the power domain, chassis domain and intelligent driving domain, and accurately identify the vehicle's floating scene based on the relevant data. Then, when the vehicle is in a floating state, it can fully utilize the control advantage of the four-motor power architecture that can be driven independently, and adopt the aforementioned method to perform dual closed-loop control of the vehicle to achieve vehicle floating.

[0327] In some embodiments, the first data includes the first wheel speed of each wheel, the second data includes the second wheel speed of each wheel, the suspension height of each wheel, the first six-degree-of-freedom inertia information and the steering wheel angle, and the third data includes the first vehicle speed and the wading depth of each wheel. The central controller 10 is used to fuse 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 components directly connected to the central controller to obtain the current wheel speed of each wheel; determine the current vehicle speed based on the current wheel speed of each wheel, the first six-degree-of-freedom inertia information, the steering wheel angle and the first vehicle speed; determine the slip state of each wheel based on the current wheel speed of each wheel and the current vehicle speed, and determine the suspension load state of each wheel based on the suspension height of each wheel; determine whether the vehicle is in a vehicle floating scenario based on the slip state, suspension load state and wading depth of each wheel.

[0328] It should be noted that vehicle floating scenarios can be divided into two types: wading and floating. A wading scenario refers to the vehicle being in a wading state, while a floating scenario refers to the vehicle being afloat. The wading state means the vehicle's wheels have waded but haven't reached a point where the vehicle can float. The floating state means the vehicle is floating in the water. Whether a vehicle is in a wading scenario, or wading state, can be determined based on the driver's request. Whether a vehicle is in a floating scenario, or floating state, can be identified based on relevant data from the power, chassis, and intelligent driving domains.

[0329] For example, whether the vehicle is in a floating state or a floating situation can be determined based on the wading depth, slippage status, and suspension load status of each wheel. The slippage status of each wheel can be determined based on the current wheel speed and vehicle speed of each wheel. It should be noted that the methods for obtaining the current wheel speed and vehicle speed can be found above and will not be further described here. The suspension load status of each wheel can be determined based on the suspension height of each wheel.

[0330] There are various ways to determine the slip state of each wheel. For example, when the absolute value of the difference between the current wheel speed and the current vehicle speed is greater than a preset slip threshold, the wheel is considered to be in a slip state. There are also various ways to determine the suspension load state of each wheel. For example, when the absolute value of the difference between the wheel's suspension height and the suspension height when the vehicle is floating in water and unloaded is less than a preset suspension height difference threshold, the wheel's suspension is considered to be in an unloaded state.

[0331] The central controller 10 can determine that the vehicle is in a floating state when the wading depth of each wheel of the vehicle is greater than the vehicle floating threshold, the suspension of each wheel is in an unloaded state, and each wheel is in a slipping state, thereby improving the accuracy of whether the vehicle is in a floating state.

[0332] Alternatively, the central controller 10 may first obtain the wading depth of each wheel and determine whether the wading depth of each wheel is greater than the vehicle float threshold. If so, the central controller 10 may then obtain the suspension height of each wheel and, based on the suspension height of each wheel, determine whether the suspension of each wheel is in an unloaded state. If so, the central controller 10 may then determine whether each wheel is in a slipping state. If so, the central controller 10 may determine that the vehicle is in a floating state.

[0333] In this way, by comprehensively judging whether the vehicle is in a floating state based on multiple indicators such as the wading depth, slip status and suspension load status of each wheel, the risk of misidentification brought by a single judgment method can be reduced and the accuracy of judging whether the vehicle is in a floating state can be improved.

[0334] As a specific example, a float mode button can be provided on the vehicle. Upon receiving a float mode entry request and the vehicle meeting preset conditions, the central controller 10 controls vehicle travel using a wading control strategy. During the process of controlling the vehicle using the wading control strategy, the central controller 10 determines whether the vehicle is in a floating state. Specifically, the central controller 10 obtains float mode button status information to determine whether the driver has issued a float mode switch request. If so, the central controller 10 determines whether float mode entry conditions meet preset conditions, such as whether the current vehicle speed is less than a threshold and whether the sync lock is unlocked, provided that the vehicle is in good condition and has no abnormalities, no other mutually exclusive functions are currently active, and the float mode is fault-free. It should be noted that for vehicles equipped with an engine, before activating float mode, a forced engine start request and circuit closure requests for the canister solenoid valve and the DMTL (Diagnostic Module Tank Leakage) solenoid valve are issued. This ensures that the engine system is in normal operation in advance, preventing water from entering engine-related components and potentially damaging the engine.

[0335] After the floating mode is activated and the vehicle successfully enters the floating mode, the central controller 10 first controls the vehicle using a wading control strategy. For example, a torque equalization method can be used to distribute torque to the drive motors corresponding to each wheel of the vehicle. Then, while controlling the vehicle using the wading control strategy, the central controller 10 determines whether the vehicle is in a floating state. For example, if the wading depth of each wheel exceeds the vehicle's floating threshold, the suspension of each wheel is unloaded, and each wheel is slipping, the vehicle is determined to be in a floating state. The central controller 10 then uses the floating control strategy to send torque distribution information to the motor controller. For example, the central controller 10 can distribute torque to the drive motors corresponding to each wheel based on the vehicle's current yaw rate and current wheel speed. This allows for a smooth and effective differentiation between the floating state and the wading state, adapting to varying wading scenarios. This allows the vehicle to possess excellent water-driving capabilities, filling a gap in existing drive control strategies. This eliminates the need for an additional power system, allowing for the adoption of different drive control strategies, thereby facilitating the promotion and application of floatable vehicles.

[0336] In some embodiments, the vehicle driving scene includes a vehicle anti-skid scene, the second functional domain 22 is the chassis domain, and the third functional domain 23 is the intelligent driving domain. The central controller 10 is used to obtain first data of at least one vehicle component in the power domain, second data of at least one vehicle component in the chassis domain, and third data of at least one vehicle component in the intelligent driving domain, and fuse the first data, second data, and third data to obtain fused data, and determine whether the vehicle is in a vehicle anti-skid scene based on the fused data.

[0337] Specifically, the central controller 10 obtains relevant data in the power domain, chassis domain and intelligent driving domain, and accurately identifies whether the vehicle needs to be anti-skid based on the relevant data, so as to fully utilize the control advantage of the four-motor power architecture that can drive independently when anti-skidding, and avoid vehicle slipping.

[0338] 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 steering wheel angle and the braking depth of the brake pedal, and the third data includes the first vehicle speed. The central controller 10 is used to fuse 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 components directly connected to the central controller 10 to obtain the current wheel speed of each wheel; determine the current vehicle speed according to the current wheel speed of each wheel, the first six-degree-of-freedom inertia information, the steering wheel angle and the first vehicle speed; determine whether the vehicle is in a differential working condition based on the driving torque of each wheel, and determine whether the vehicle meets the conditions for anti-skid control intervention 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 working condition and meets the conditions for anti-skid control intervention, determine that the vehicle is in a vehicle anti-skid scenario.

[0339] Specifically, the central controller 10 may perform anti-skid control on the vehicle when the vehicle is in a differential operating state and the vehicle meets the conditions for anti-skid control intervention, so as to calculate the target torque of the drive motor corresponding to each wheel.

[0340] The differential operating condition refers to the ability of the left and right coaxial wheels of a vehicle to independently control and adjust torque. For example, the left and right front wheels of a vehicle can independently control and adjust torque, and the left and right rear wheels of a vehicle can independently control and adjust torque. The vehicle's differential operating condition can be determined based on relevant vehicle information, including but not limited to determining whether the vehicle is currently in the differential operating condition based on the vehicle's differential function flag and the wheel drive torque.

[0341] Exemplarily, when the vehicle's differential function flag is in the active flag position, the vehicle is determined to be in a differential operating condition. For example, the vehicle may be configured with a function option to enable the differential function. When the driver enables the differential function according to this function option, and it is determined that the driver has a significant steering demand, the differential function flag is automatically activated and the active flag position is output. Specifically, when it is determined that the vehicle meets certain conditions, such as but not limited to the steering wheel angle, gear position, and vehicle speed (e.g., the steering wheel angle is greater than a certain angle, the gear position is D, and the current vehicle speed is less than a certain speed), it is determined that the driver has a significant steering demand.

[0342] Exemplarily, when the driving torque of each wheel meets certain conditions, the vehicle is determined to be in a differential operating state. For example, the central controller 10 obtains the absolute value of a first difference between the driving torque of the left front wheel and the driving torque of the right front wheel, and obtains 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. When the absolute value of the first difference is greater than a preset torque threshold value and / or the absolute value of the second difference is greater than a preset torque threshold value, the vehicle is determined to be in a differential operating state.

[0343] By determining whether the vehicle is in a differential state, the vehicle's differential status can be categorized, allowing for the development of different anti-slip control strategies. This helps prevent slippage and improves vehicle safety and reliability. Furthermore, by determining whether the vehicle is in a differential state based on the actual driving torque of each wheel, the vehicle's current differential state can be accurately determined.

[0344] When the central controller 10 determines that the vehicle is in the differential state, it further determines whether the vehicle meets the conditions for anti-skid control intervention. For example, the central controller 10 can determine whether the vehicle has a slipping wheel, and if so, it determines that the vehicle meets the conditions for anti-skid control intervention.

[0345] For example, when it is determined that the vehicle is currently in a differential operating condition, the slip status of each wheel can be independently judged, and whether the current vehicle requires anti-skid control intervention can be judged based on the slip status of the wheel. If the wheel slips, that is, any one of the four wheels of the vehicle slips, then it is judged that the vehicle meets the conditions for anti-skid control intervention, that is, the vehicle requires anti-skid control intervention.

[0346] In some embodiments, the central controller 10 is used to determine whether any wheel meets the first preset condition in N consecutive cycles when the braking depth of the brake pedal is less than a preset braking depth threshold, where N is an integer greater than 2; if so, it is determined that the corresponding wheel has slipped, otherwise, it is determined that the corresponding wheel has not slipped.

[0347] Specifically, when determining whether a vehicle has a slipping wheel, the vehicle is first determined to be in a non-active braking state. For example, this can be determined based on the relationship between the braking depth of the brake pedal and a preset braking depth threshold. When the braking depth is less than the preset braking depth threshold, the vehicle is considered to be in a non-active braking state. When the braking depth is greater than or equal to the preset braking depth threshold, the vehicle is considered to be in an active braking state. When the vehicle is in a non-active braking state, whether any wheel has satisfied a first preset condition for N consecutive cycles is used to determine whether the corresponding wheel has slipped.

[0348] In some embodiments, the central controller 10 is used to obtain the absolute value of a third difference between the current wheel speed of the wheel and the current vehicle speed, and to obtain the absolute value of a fourth difference between the wheel acceleration of the wheel and the vehicle longitudinal acceleration; when the absolute value of the third difference is greater than a preset wheel speed difference threshold value, and / or the absolute value of the fourth difference is greater than a preset wheel acceleration difference threshold value, it is determined that the wheel meets the first preset condition.

[0349] It should be noted that the current wheel speed and the current vehicle speed are determined using the above method, which will not be repeated here.

[0350] When judging whether the wheel meets the first preset condition, for example, taking the left front wheel as an example, the current wheel speed of the left front wheel is u lf , the current vehicle speed is V x , the left front wheel acceleration is u lf ', the vehicle longitudinal acceleration is a x , the wheel speed difference threshold value is Δu, the wheel acceleration difference threshold value 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 recorded as ΔT3=|u lf -V x |, the absolute value of the fourth difference between the wheel acceleration of the left front wheel and the longitudinal acceleration of the vehicle is recorded as ΔT4=|u lf '-a x When ΔT3 is greater than Δu, and / or ΔT4 is greater than Δa, it is determined that the left front wheel meets the first preset condition. In other words, the left front wheel meets the first preset condition when either of the following two conditions is met:

[0351] Among them, K1 is the correction coefficient of the preset wheel speed difference threshold value, which can be obtained based on the vehicle speed table, and K2 is the correction coefficient of the preset wheel acceleration difference threshold value, which can be obtained based on the vehicle longitudinal acceleration table.

[0352] In this way, by setting threshold values ​​for the absolute value of the difference between the wheel speed and the vehicle speed, and the absolute value of the difference between the wheel acceleration and the vehicle longitudinal acceleration, both forward and reverse wheel slip can be identified, thereby improving the recognition rate of forward and reverse wheel slip.

[0353] When the central controller 10 determines that the vehicle is currently in a differential working state and the vehicle meets the conditions for anti-skid control intervention, it performs anti-skid control on the vehicle. After the anti-skid control intervenes, it calculates the target torque of the drive motor corresponding to each wheel, so as to adjust the torque of each wheel according to the target torque of the drive motor corresponding to each wheel, thereby preventing the vehicle from slipping or suppressing the wheel slip, so as to get rid of the slip as soon as possible and avoid the vehicle's wheels from slipping at high speed, which is beneficial to improving the reliability and safety of the vehicle, as well as the user experience.

[0354] To summarize, the vehicle control system of the disclosed embodiment is a safety control system architecture that uses a four-motor power architecture as the main execution domain, a chassis domain as the auxiliary execution, an intelligent driving domain as the main environmental perception, a central controller as the information fusion and main decision-making system, and sensor information sharing. Based on this architecture, the central controller perceives and fuses data from multiple functional domains, and can accurately obtain vehicle status data, ground status data, etc. with predictiveness. Combined with the execution capabilities of the four-motor power architecture, it can quickly realize the vehicle's steering, yaw, longitudinal, and preview control, thereby achieving ultimate vehicle safety.

[0355] In an embodiment of the present disclosure, a vehicle is also provided.

[0356] 15 , a vehicle 1000 includes the aforementioned vehicle control system 100. The vehicle 1000 may be a pure electric vehicle, a hybrid vehicle, etc., and the specifics are not limited here.

[0357] In an embodiment of the present disclosure, a vehicle control method is further provided, which is applied to the aforementioned vehicle control system. Referring to FIG. 16 , the vehicle control method includes:

[0358] S301, the central controller identifies the vehicle driving scene.

[0359] S302: The central controller sends control information to at least one vehicle component according to the vehicle driving scenario.

[0360] It should be pointed out that the above explanations of the embodiments and beneficial effects of the vehicle control system are also applicable to the vehicle and vehicle control method of the embodiments of the present disclosure. To avoid redundancy, they will not be elaborated here.

[0361] It should be noted that the logic and / or steps represented in the flowcharts or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing the logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (e.g., a computer-based system, a system including a processor, or other system that can fetch and execute instructions from an instruction execution system, apparatus, or device). For purposes of this specification, a "computer-readable medium" can be any device that can contain, store, communicate, propagate, or transport a program for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (non-exhaustive list) of computer-readable media include the following: an electrical connection having one or more wires (electronic device), a portable computer disk cartridge (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and programmable read-only memory (EPROM or flash memory), fiber optic devices, and portable compact disc read-only memory (CDROM). Furthermore, the computer-readable medium may even be paper or other suitable medium on which the program is printed, since the program may be obtained electronically, for example, by optically scanning the paper or other medium and then editing, interpreting or processing it in another suitable manner if necessary, and then storing it in a computer memory.

[0362] It should be understood that various parts of the present disclosure can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented using software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented using hardware, as in another embodiment, any one of the following technologies known in the art or a combination thereof can be used to implement: a discrete logic circuit having a logic gate circuit for implementing a logic function on a data signal, an application-specific integrated circuit having a suitable combination of logic gate circuits, a programmable gate array (PGA), a field programmable gate array (FPGA), etc.

[0363] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "examples," "specific examples," or "some examples" means that a specific feature, structure, material, or characteristic described in conjunction with that embodiment or example is included in at least one embodiment or example of the present disclosure. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0364] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features being referred to. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. Throughout the present disclosure, "plurality" means at least two, such as two, three, etc., unless otherwise specifically defined.

[0365] In this disclosure, unless otherwise expressly specified or limited, terms such as "installed," "connected," "connect," and "fixed" should be understood in a broad sense. For example, they may refer to fixed connections, detachable connections, or integration; mechanical connections or electrical connections; direct connections or indirect connections through an intermediate medium; and internal communication between two components or interaction between two components, unless otherwise expressly limited. Those skilled in the art will understand the specific meanings of the above terms in this disclosure based on specific circumstances.

[0366] Although the embodiments of the present disclosure have been shown and described above, it is understood that the above embodiments are illustrative and are not to be construed as limitations on the present disclosure. A person skilled in the art may change, modify, replace and vary the above embodiments within the scope of the present disclosure.

Claims

1. A vehicle control system, comprising: Central controller and multiple vehicle components, among which, The plurality of vehicle components belong to a plurality of different functional domains; At least one vehicle component in a first functional domain among the plurality of different functional domains is connected to another vehicle component in the first functional domain via a first network and is directly connected to the central controller; At least one vehicle component in a second functional domain among the plurality of different functional domains is connected to another vehicle component in the second functional domain via a second network and is directly connected to the central controller; At least one vehicle component in the first functional domain is connected to at least one vehicle component in the second functional domain via a third network; The central controller is used to send control information to at least one vehicle component.

2. The vehicle control system according to claim 1, wherein: The at least one vehicle component in the first functional domain is configured to send a control instruction to the at least one vehicle component in the second functional domain when the central controller fails.

3. The vehicle control system according to claim 2, wherein: The first functional domain is the intelligent driving domain, and the second functional domain is the power domain. When the central controller fails, the intelligent driving controller in the intelligent driving domain sends deceleration and / or differential control instructions to the drive assembly in the power domain to brake and / or steer the vehicle. The drive assembly includes a motor controller and multiple drive motors that independently drive wheels and are arranged in a one-to-one correspondence with the wheels.

4. The vehicle control system according to claim 2, wherein: The first functional domain is the intelligent driving domain, and the second functional domain is the chassis domain. When the central controller fails, the intelligent driving controller in the intelligent driving domain sends deceleration and / or differential control instructions to the braking system and steering system in the chassis domain to perform braking and / or steering control on the vehicle.

5. The vehicle control system according to claim 2, wherein: The first functional domain is the power domain, and the second functional domain is the chassis domain. When the central controller fails, the drive assembly in the power domain sends deceleration and / or differential control instructions to the braking system and steering system in the chassis domain to brake and / or steer the vehicle. The drive assembly includes a motor controller and multiple drive motors that are independently driven by the wheels and are arranged one-to-one with the wheels.

6. The vehicle control system according to claim 2, wherein: The first functional domain is the chassis domain, and the second functional domain is the power domain. When the central controller fails, the steering system and / or braking system in the chassis domain sends deceleration and / or differential control instructions to the drive assembly in the power domain to brake and / or steer the vehicle. The drive assembly includes a motor controller and multiple drive motors that are independently driven by the wheels and are arranged one-to-one with the wheels.

7. The vehicle control system according to claim 1, wherein: The control information includes first control information and / or second control information, the first control information is used to instruct the vehicle components to perform corresponding actions, and the second control information is used to instruct the vehicle components to feed back data information to the central controller.

8. The vehicle control system according to claim 1, wherein: The central controller is also used to realize data transmission between different functional domains.

9. The vehicle control system according to claim 1, wherein: The first functional domain is the chassis domain, and the second functional domain is the power domain. The central controller is used to send deceleration and / or differential control instructions to the drive assembly of the power domain to brake and / or steer the vehicle when a failure occurs in the braking system and / or steering system of the chassis domain, wherein the drive assembly includes a motor controller and multiple drive motors that independently drive wheels and are arranged in a one-to-one correspondence with the wheels.

10. The vehicle control system according to claim 3, 6 or 9, wherein: The motor controller determines the reverse torque of the drive motor in response to a deceleration control instruction, and controls the drive motor according to the reverse torque to perform braking control on the vehicle; and / or, determines the reverse torque or forward torque of the drive motor in response to a differential control instruction, and controls the drive motor according to the reverse torque or forward torque to perform steering control on the vehicle.

11. The vehicle control system according to claim 1, wherein: The multiple vehicle components include one or more of a drive assembly, a braking system, a steering system, an inertial measurement unit, an intelligent driving controller, a steering wheel angle sensor, a wheel speed sensor, a camera, and a radar.

12. The vehicle control system according to claim 1, wherein: The central controller is also used to obtain first data of at least one component within the first functional domain and second data of at least one component within the second functional domain, and fuse the first data and the second data according to the current state and / or target state of the vehicle, and send first control information to the vehicle components based on the fused data, wherein the first control information is suitable for instructing the vehicle to perform steering control, lateral control, longitudinal control or height direction control.

13. The vehicle control system according to claim 12, wherein: The first data represents the performance of at least one component in the first functional domain, and the second data represents the performance of at least one component in the second functional domain.

14. The vehicle control system according to claim 13, wherein: The first functional domain is a power domain, which includes a drive assembly, and the drive assembly includes a motor controller and a plurality of drive motors that are independently driven by wheels and are arranged in a one-to-one correspondence with the wheels. The second functional domain is a chassis domain, and the chassis domain includes a braking system and a steering system. The first data includes driving capability data of the drive assembly in the power domain, and the second data includes braking capability data of the braking system, steering capability data of the steering system, and suspension damping characteristics of the suspension system in the chassis domain. The central controller is used to fuse the first data and the second data according to the current state and / or target state of the vehicle, and send first control information to vehicle components based on the fused data. The first control information includes steering fusion control information, yaw fusion control information, longitudinal fusion control information, and suspension height control information.

15. The vehicle control system according to claim 14, wherein: The central controller is used to fuse the first data and the second data according to the current vehicle speed and the target turning radius, and send steering fusion control information to vehicle components based on the fused data.

16. The vehicle control system according to claim 15, wherein: The central controller is used to: When the current vehicle speed is in a first vehicle speed interval and the target turning radius is in a first turning radius interval, based on the steering capability data of the steering system, sending steering fusion control information to the steering system to implement steering control; When the current vehicle speed is in a second vehicle speed interval and the target turning radius is in a second turning radius interval, based on the steering capability data of the steering system, the driving capability data of the driving assembly and the suspension damping characteristics of the suspension system, steering fusion control information is sent to the steering system, the driving assembly and the suspension system to implement differential steering control; When the current vehicle speed is in a third vehicle speed interval and the target turning radius is in a third turning radius interval, based on the steering capability data of the steering system and the driving capability data of the driving assembly, steering fusion control information is sent to the steering system and the driving assembly to implement differential steering control of the steering wheel limit angle; When the current vehicle speed is in a fourth vehicle speed interval and the target turning radius is in a fourth turning radius interval, based on the driving capability data of the driving assembly, steering fusion control information is sent to the driving assembly to implement differential steering control with zero steering wheel angle; Among them, the vehicle speed in the first speed range is greater than the vehicle speed in the second speed range, the vehicle speed in the third speed range is greater than the vehicle speed in the fourth speed range, and the turning radius in the first turning radius range is greater than the turning radius in the second turning radius range, the turning radius in the third turning radius range is greater than the turning radius in the fourth turning radius range.

17. The vehicle control system according to claim 16, wherein: When the current vehicle speed is zero and the target turning radius is zero, the steering fusion control information includes the reverse torque of the driving motor corresponding to the steering inner wheel and the forward torque of the driving motor corresponding to the steering outer wheel, so as to realize the in-situ U-turn control with zero steering wheel angle.

18. The vehicle control system according to claim 14, wherein: The central controller is also used to fuse the first data and the second data according to the target yaw moment and the target yaw moment change rate, and send yaw fusion control information to vehicle components based on the fused data.

19. The vehicle control system according to claim 18, wherein: The central controller is used to: When the target yaw moment is less than a preset yaw moment, based on the driving capability data of the driving assembly, sending yaw fusion control information to the driving assembly to achieve yaw control; When the target yaw moment is greater than or equal to the preset yaw moment and the target yaw moment change rate is greater than the preset yaw moment change rate, based on the driving capability data of the driving assembly, sending yaw fusion control information to the driving assembly to achieve yaw control; When the target yaw moment is greater than or equal to the preset yaw moment and the target yaw moment change rate is less than or equal to the preset yaw moment change rate, yaw fusion control information is sent to the braking system based on the braking capacity data of the braking system to achieve yaw control.

20. The vehicle control system according to claim 14, wherein: The central controller is also used to fuse the first data and the second data according to the target longitudinal torque and the target longitudinal torque change rate, and send longitudinal fusion control information to vehicle components based on the fused data.

21. The vehicle control system according to claim 20, wherein: The central controller is used to: When the target longitudinal torque is a positive torque, based on the driving capability data of the driving assembly, longitudinal fusion control information is sent to the driving assembly to achieve longitudinal control; When the target longitudinal torque is a negative torque and the target longitudinal torque change rate is greater than a preset longitudinal torque change rate, based on the driving capability data of the driving assembly, longitudinal fusion control information is sent to the driving assembly to achieve longitudinal control; When the target longitudinal torque is a negative torque and the target longitudinal torque change rate is less than or equal to the preset longitudinal torque change rate, longitudinal fusion control information is sent to the braking system based on the braking capacity data of the braking system to achieve longitudinal control.

22. The vehicle control system according to claim 14, wherein: The central controller is also used to send suspension height control information to the suspension system in the chassis domain to adjust the suspension height based on the actual ground longitudinal section information of each wheel.

23. The vehicle control system according to claim 1, wherein: The multiple different functional domains also include a third functional domain, and the central controller is also used to obtain first data of at least one vehicle component in the first functional domain, second data of at least one vehicle component in the second functional domain, and third data of at least one vehicle component in the third functional domain, and fuse the first data, the second data and the third data to obtain vehicle operating condition information.

24. The vehicle control system according to claim 23, wherein: The first data represents the vehicle status acquired by at least one vehicle component within the first functional domain, the second data represents the vehicle status acquired by at least one vehicle component within the second functional domain, and the third data represents the vehicle status acquired by at least one vehicle component within the third functional domain.

25. The vehicle control system according to claim 24, wherein: The first functional domain is a power domain, the second functional domain is a chassis domain, and the third functional domain is an intelligent driving domain. The central controller is used to perceive and fuse the first data, the second data, and the third data to obtain vehicle operating condition information, and the vehicle operating condition information at least includes vehicle status data, ground status data, or space data around the vehicle.

26. The vehicle control system according to claim 25, wherein: The first data includes a first wheel speed of each wheel, the second data includes a second wheel speed of each wheel, first six-degree-of-freedom inertia information and a steering wheel angle, the third data includes a first vehicle speed, and the central controller is used to obtain the vehicle status 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 steering wheel angle and the first vehicle speed.

27. The vehicle control system according to claim 26, wherein: The first data also includes the driving torque of each wheel, the second data also includes the braking torque of each wheel and the steering wheel angle, and the central controller is used to obtain the vehicle status 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 angle.

28. The vehicle control system of claim 26, wherein: The vehicle status data includes the current vehicle speed, and the central controller is used to: The first wheel speed of each wheel, the second wheel speed of each wheel and the third wheel speed of each wheel of the central controller directly connected to the vehicle component are integrated to obtain the 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 components directly connected to the central controller are integrated to obtain current six-degree-of-freedom inertial information; The current vehicle speed is determined based on the current wheel speeds of the respective wheels, the current six-degree-of-freedom inertia information, the steering wheel angle and the first vehicle speed.

29. The vehicle control system of claim 28, wherein: The central controller is used to: Based on the current six-degree-of-freedom inertia information and the steering wheel angle, the current wheel speeds of the wheels are converted into initial center-of-mass vehicle speeds based on the center of mass of the vehicle, and an average center-of-mass vehicle speed is obtained; Determining a motion state of each wheel based on the first vehicle speed and the current wheel speed of each wheel; Based on the motion state of each wheel, weighting the mean vehicle speed of the center of mass and the first vehicle speed to obtain a weighted vehicle speed; The current vehicle speed is determined based on the weighted vehicle speed, the current six-degree-of-freedom inertia information and the motion states of the respective wheels.

30. The vehicle control system of claim 27, wherein: The vehicle status data includes the actual vehicle mass, and the central controller is used to: The first wheel speed of each wheel, the second wheel speed of each wheel and the third wheel speed of each wheel of the central controller directly connected to the vehicle component are integrated to obtain the 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 components directly connected to the central controller are integrated to obtain current six-degree-of-freedom inertial information; The actual vehicle mass is determined based on the current wheel speed of each wheel, the current six-degree-of-freedom inertia information, the steering wheel angle, the driving torque of each wheel and the braking torque of each wheel.

31. The vehicle control system of claim 25, wherein: 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, first six-degree-of-freedom inertia information and a steering wheel angle, and the third data includes a first vehicle speed and ground image information. The central controller is used to obtain the ground state data by fusing 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 inertia information, the steering wheel angle, the first vehicle speed and the ground image information.

32. The vehicle control system of claim 31, wherein: The ground state data includes actual ground type, and the central controller is used to: Extracting features from the ground image information to obtain ground feature information; The ground feature information is matched with preset feature information to obtain the actual ground type, wherein the preset feature information and the ground type are in a corresponding relationship.

33. The vehicle control system of claim 32, wherein: The ground state data includes actual ground adhesion information of each wheel, and the central controller is used to: Based on the actual ground type, determining first ground attachment information; Determine second ground adhesion 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 steering wheel angle, the first vehicle speed, the driving torque of each wheel, and the braking torque of each wheel; Based on the first ground adhesion information and the second ground adhesion information of each wheel, actual ground adhesion information of each wheel is determined.

34. The vehicle control system of claim 33, wherein: The central controller is used to determine the first ground attachment information based on the actual ground type and a mapping relationship between a preset ground type and ground attachment information.

35. The vehicle control system of claim 33, wherein: The central controller is used to: The first six-degree-of-freedom inertial information and the second six-degree-of-freedom inertial information of the vehicle components directly connected to the central controller are integrated to obtain current six-degree-of-freedom inertial information; The first wheel speed of each wheel, the second wheel speed of each wheel and the third wheel speed of each wheel of the central controller directly connected to the vehicle component are integrated to obtain the 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 inertia information, the steering wheel angle and the first vehicle speed; Determining the dynamic load of each wheel based on the current six-degree-of-freedom inertial information, the steering wheel angle and the actual vehicle mass; Determine the longitudinal force of each wheel based on the driving torque of each wheel and the braking torque of each wheel, and determine the slip rate of each wheel based on the current wheel speed of each wheel and the current vehicle speed; Based on the longitudinal force, slip ratio and dynamic load of each wheel, second ground adhesion information of each wheel is determined.

36. The vehicle control system of claim 35, wherein: The central controller is used to: Determining the motion state of each wheel based on the current vehicle speed and the current wheel speed of each wheel; Based on the motion state of each wheel, weighted processing is performed on the first ground adhesion information and the second ground adhesion information of each wheel to obtain actual ground adhesion information of each wheel.

37. The vehicle control system of claim 36, wherein: The central controller is used to: When the motion state is a sliding state, determining the actual ground adhesion information as the first ground adhesion information; When the motion state is a slip state or a sliding state, the actual ground adhesion information is determined to be the second ground adhesion information.

38. The vehicle control system of claim 34, wherein: The central controller is also used to generate a new ground type corresponding to the ground feature information when the matching degree between the ground feature information and each preset feature information is less than the preset matching degree, and update the mapping relationship between the ground type and the ground adhesion information according to the ground feature information, the new ground type and the second ground adhesion information of each wheel.

39. The vehicle control system of claim 31, wherein: The ground state data includes actual ground longitudinal section information of each wheel, and the central controller is used to: Collecting height information of the ground image information to obtain ground undulation height information; Based on the ground undulation height information and the trajectory planning information of each wheel, the actual ground longitudinal section information of each wheel is determined.

40. The vehicle control system of claim 25, wherein: The third data includes a plurality of vehicle surrounding environment information, and the central controller is used to fuse the vehicle surrounding space data based on the plurality of vehicle surrounding environment information.

41. The vehicle control system of claim 24, wherein: The first functional domain is a power domain, the second functional domain is a chassis domain, and the third functional domain is an intelligent driving domain. The central controller is used to perform decision fusion on the first data, the second data, and the third data to obtain trajectory planning information.

42. The vehicle control system of claim 41, wherein: The first data includes driving capability data of the drive assembly in the power domain, the second data includes braking capability data of the braking system and steering capability data of the steering system in the chassis domain, and the third data includes multiple vehicle surrounding environment information. The central controller is used to obtain vehicle surrounding space data based on multiple vehicle surrounding environment information by fusing them, and to perform trajectory planning based on the vehicle surrounding space data to obtain trajectory planning information, and to correct the trajectory planning information based on the driving capability data of the drive assembly, the braking capability data of the braking system and the steering capability data of the steering system to obtain corrected trajectory planning information.

43. The vehicle control system of claim 1, wherein: The first functional domain is the power domain, and the vehicle components in the power domain include a drive assembly, and the drive assembly includes a motor controller and a plurality of drive motors that independently drive the wheels and are arranged in a one-to-one correspondence with the wheels. The control information includes at least torque distribution information of each drive motor, and the central controller is used to send the torque distribution information to the motor controller according to the vehicle driving scenario.

44. The vehicle control system of claim 43, wherein: The torque distribution information at least includes the target torque of each drive motor, and the target torque includes the positive and negative torque and the torque magnitude.

45. The vehicle control system of claim 44, wherein: The central controller is also used to obtain the total required torque of each drive motor according to the vehicle driving scenario, and to distribute the total required torque according to the vehicle state information of the vehicle in the current driving scenario to obtain the target torque of each drive motor.

46. ​​The vehicle control system of claim 45, wherein: The vehicle driving scenario includes a vehicle tire blowout scenario, and the central controller is used to obtain the target corrected reverse torque of each drive motor according to the vehicle tire blowout scenario, and distribute the target corrected reverse torque according to vehicle state information in the vehicle tire blowout scenario to obtain the target reverse torque of each drive motor.

47. The vehicle control system of claim 46, wherein: The central controller is used to determine a first corrected reverse torque according to a current vehicle speed, determine a second corrected reverse torque according to a difference between a target yaw rate and a current yaw rate, and determine the target corrected reverse torque according to the first corrected reverse torque and the second corrected reverse torque.

48. The vehicle control system of claim 46, wherein: The central controller is also used to determine the reverse torque distribution coefficient of each drive motor according to the vehicle steering state and the vehicle state information, and determine the target reverse torque of each drive motor based on the reverse torque distribution coefficient and the target corrected reverse torque.

49. The vehicle control system of claim 48, wherein: The central controller is used to: When the vehicle steering state is an understeering state, determining that the reverse torque distribution coefficient of the drive motor corresponding to the tire-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 tire-punctured wheel is the highest; When the steering state of the vehicle is an oversteering state, it is determined that the reverse torque distribution coefficient of the drive motor corresponding to the tire-bursting wheel is zero, and 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 tire-bursting wheel is the highest; When a rear wheel has a flat tire, the reverse torque distribution coefficient of the drive motor corresponding to the normal front wheel on a side other than the flat tire wheel is the highest.

50. The vehicle control system of claim 46, wherein: The central controller is also used to obtain the total required torque of each drive motor, and determine the target torque of each drive motor according to the total required torque of each drive motor and the target reverse torque.

51. The vehicle control system of claim 45, wherein: The vehicle driving scenario includes a vehicle floating scenario. The central controller is used to, when the vehicle is in a floating state, use a motion control algorithm to determine a pre-controlled torque and a torque correction of each wheel based on a target yaw angular velocity, a current yaw angular velocity, and a pre-controlled target wheel speed and a current wheel speed of each wheel, and determine a target torque of each drive motor based on the pre-controlled torque and the torque correction of each wheel.

52. The vehicle control system of claim 51, wherein: The central controller is used to: When the vehicle is in a floating state and is not turning in situ, a target wheel speed correction amount is determined by using a first motion control algorithm according to the target yaw angular velocity and the current yaw angular velocity, wherein the target yaw angular velocity is determined according to the current vehicle speed and the steering wheel angle; The torque correction amount is determined by using a second motion control algorithm according to the target wheel speed correction amount, the pre-control target wheel speed and the current wheel speed, wherein the pre-control target wheel speed and the pre-control torque are determined according to throttle information.

53. The vehicle control system of claim 51, wherein: The central controller is used to: When the vehicle is in a floating state and is turning in situ in the driver mode, a target wheel speed correction amount is determined by using a first motion control algorithm according to the target yaw rate and the current yaw rate, wherein the target yaw rate is determined according to throttle information and an initial target yaw rate; The torque correction amount is determined by using a second motion control algorithm according to the target wheel speed correction amount, the pre-control target wheel speed and the current wheel speed, wherein the pre-control target wheel speed and the pre-control torque are determined according to the target yaw angular velocity.

54. The vehicle control system of claim 51, wherein: The central controller is used to: When the vehicle is in a floating state and is turning in situ in an automatic mode, a target wheel speed correction amount is determined by using a first motion control algorithm according to the target rotation angle of the vehicle, the target yaw rate and the current yaw rate; The torque correction amount is determined by using a second motion control algorithm according to the target wheel speed correction amount, the pre-control target wheel speed and the current wheel speed, wherein the pre-control target wheel speed and the pre-control torque are determined according to the target yaw angular velocity.

55. The vehicle control system of claim 45, wherein: The vehicle driving scenario includes a vehicle anti-skid scenario. The central controller is used to obtain the adjustment torque of each wheel when the vehicle is in the vehicle anti-skid scenario, and determine the front axle adjustment torque and the rear axle adjustment torque according to the adjustment torque of each wheel, and determine the target torque of each drive motor according to the front axle adjustment torque and the rear axle adjustment torque.

56. The vehicle control system of claim 55, wherein: The central controller is used to: When at least one of the front axle wheels slips, the front axle adjusting torque is determined according to the maximum adjusting torque in the front axle wheel, and the rear axle adjusting torque is determined according to the maximum adjusting torque in the front axle wheel and the rear wheel; When none of the front axle wheels slip, the rear axle adjusting torque is determined according to the maximum adjusting torque of the rear axle wheels, and the front axle adjusting torque is zero.

57. The vehicle control system of claim 55, wherein: The central controller is used to: When the torque directions of the inner turning wheel and the outer turning wheel of the vehicle are opposite, the target torque of the driving motor corresponding to the front axle wheel is determined according to the wheel end torque of the front axle wheel before the anti-skid control intervention and the front axle adjustment torque, and the target torque of the driving motor corresponding to the rear axle wheel is determined according to the wheel end torque of the rear axle wheel before the anti-skid control intervention and the rear axle adjustment torque. The target torque of the drive motor corresponding to the rear axle wheel; When the torque directions of the vehicle's inner turning wheel and outer turning wheel are the same, the target torque of the drive motor corresponding to the front axle wheel is determined based on the relationship between the difference between the wheel end torque of the front axle wheel before anti-skid control intervention and the front axle adjustment torque and zero, and the target torque of the drive motor corresponding to the rear axle wheel is determined based on the relationship between the difference between the wheel end torque of the rear axle wheel before anti-skid control intervention and the rear axle adjustment torque and zero.

58. The vehicle control system of claim 43, wherein: The central controller is also used to identify the vehicle driving scene.

59. The vehicle control system of claim 58, wherein: The central controller is also used to obtain first data of at least one vehicle component within the first functional domain, second data of at least one vehicle component within the second functional domain, and fuse the first data and the second data to obtain fused data, and identify the vehicle driving scene based on the fused data.

60. The vehicle control system of claim 59, wherein: The vehicle driving scenario includes a vehicle tire blowout scenario, the second functional domain is a chassis domain, the central controller is used to obtain first data of at least one vehicle component in the power domain and second data of at least one vehicle component in the chassis domain, and fuse the first data and the second data to obtain fused data, and identify the vehicle tire blowout scenario according to the fused data.

61. The vehicle control system of claim 60, wherein: 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 is used to: The first wheel speed of each wheel, the second wheel speed of each wheel and the third wheel speed of each wheel of the central controller directly connected to the vehicle component are integrated to obtain the current wheel speed of each wheel; Determining a first wheel speed difference and a plurality of wheel speed difference deviations of each wheel according to the current wheel speed of each wheel; Based on the first wheel speed difference and the plurality of wheel speed difference deviations of the respective wheels, the vehicle tire blowout scenario and the vehicle state information in the vehicle tire blowout scenario are identified.

62. The vehicle control system of claim 61, wherein: The second data also includes tire pressure of each wheel, and the central controller is further used for: Based on the first wheel speed difference of each wheel, the plurality of wheel speed difference deviations and the tire pressure, the vehicle tire blowout scenario and the vehicle state information in the vehicle tire blowout scenario are identified.

63. The vehicle control system of claim 58, wherein: The multiple different functional domains also include a third functional domain, and the central controller is also used to obtain first data of at least one vehicle component in the first functional domain, second data of at least one vehicle component in the second functional domain, and third data of at least one vehicle component in the third functional domain, and fuse the first data, the second data and the third data to obtain fused data, and identify the vehicle driving scene based on the fused data.

64. The vehicle control system of claim 63, wherein: The vehicle driving scene includes a vehicle floating scene, the second functional domain is a chassis domain, and the third functional domain is an intelligent driving domain. The central controller is used to obtain first data of at least one vehicle component in the power domain, second data of at least one vehicle component in the chassis domain, and third data of at least one vehicle component in the intelligent driving domain, and fuse the first data, the second data, and the third data to obtain fused data, and identify the vehicle floating scene according to the fused data.

65. The vehicle control system of claim 64, wherein: The first data includes the first wheel speed of each wheel, the second data includes the second wheel speed of each wheel, the suspension height of each wheel, the first six-degree-of-freedom inertial information and the steering wheel angle, the third data includes the first vehicle speed and the wading depth of each wheel, and the central controller is used to: The first wheel speed of each wheel, the second wheel speed of each wheel and the third wheel speed of each wheel of the central controller directly connected to the vehicle component are integrated to obtain the current wheel speed of each wheel; Determining a current vehicle speed according to the current wheel speed of each wheel, the first six-degree-of-freedom inertia information, the steering wheel angle and the first vehicle speed; Determining the slip state of each wheel based on the current wheel speed of each wheel and the current vehicle speed, and determining the suspension load state of each wheel according to the suspension height of each wheel; Based on the slip states of the wheels, the suspension load states and the wading depth, it is determined whether the vehicle is in the vehicle floating scenario.

66. The vehicle control system of claim 63, wherein: The vehicle driving scenario includes a vehicle anti-skid scenario, the second functional domain is a chassis domain, and the third functional domain is an intelligent driving domain. The central controller is used to obtain first data of at least one vehicle component in the power domain, second data of at least one vehicle component in the chassis domain, and third data of at least one vehicle component in the intelligent driving domain, and fuse the first data, the second data, and the third data to obtain fused data, and determine whether the vehicle is in the vehicle anti-skid scenario according to the fused data.

67. The vehicle control system of claim 66, wherein: 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 steering wheel angle and the braking depth of the brake pedal, and the third data includes the first vehicle speed. The central controller is used to: The first wheel speed of each wheel, the second wheel speed of each wheel, and the third wheel speed of each wheel of the central controller directly connected to the vehicle components are measured. Fusion, get the current wheel speed of each wheel; Determining a current vehicle speed according to the current wheel speed of each wheel, the first six-degree-of-freedom inertia information, the steering wheel angle and the first vehicle speed; determining whether the vehicle is in a differential state based on the driving torque of each wheel, and determining whether the vehicle meets the conditions for anti-skid control intervention 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 working condition and the conditions for anti-skid control intervention are met, it is determined that the vehicle is in the vehicle anti-skid scenario.

68. A vehicle comprising a vehicle control system according to any one of claims 1-67.

69. A vehicle control method, applied to the vehicle control system according to any one of claims 1 to 67, the method comprising: The central controller identifies a vehicle driving scene; The central controller sends control information to at least one vehicle component according to the vehicle driving scenario.

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