Chassis domain control assembly and vehicle

Abstract

A chassis domain control assembly and a vehicle, which relate to the technical field of production and manufacturing of vehicles. The stability of a vehicle is cooperatively controlled by means of a steering control module (30) adjusting the steering angle of the vehicle, a braking force control module (40) adjusting the braking force of a vehicle brake (200), a driving force control module (50) adjusting the driving force of a vehicle electric motor, a damping force control module (60) adjusting the damping force of a vehicle damper (400), and a spring stiffness control module (70) adjusting the stiffness of a vehicle shock absorber, thereby reducing the risk of the vehicle losing control during travel. A vehicle state calculation module (20), the steering control module (30), the braking force control module (40), the driving force control module (50), the damping force control module (60) and the spring stiffness control module (70) are integrated on an integrated carrier (10), and can simultaneously calculate state information of the vehicle and control hardware such as a steering system (100), the brake (200), a driving system (300), the damper (400) and a spring (500) on the basis of the state information, thereby enhancing the overall intelligence of the vehicle, and improving the handling, comfort and safety of the vehicle.

Description

Chassis domain control assembly and vehicle

[0001] The present application claims priority to Chinese Patent Application No. 202411274459.0, filed on September 11, 2024, entitled "Chassis Domain Control Assembly and Vehicle", and to Chinese Patent Application No. 202411276376.5, filed on September 11, 2024, entitled "Chassis Domain Control Assembly and Vehicle", which are both incorporated by reference in their entirety.

TECHNICAL FIELD

[0002] The present application relates to the technical field of production and manufacturing of vehicles, and in particular to a chassis domain control assembly and vehicle.

BACKGROUND

[0003] With the development of automobile product technology, people have higher and higher requirements for the intelligentization and collaborative control of automobiles. In the prior art, the control of the steering system, the brake, the driving system and the damping system is completely independent, the integration degree on hardware is low, the cost is high, the layout space is large, and on the function, each function is controlled independently without collaborative control, which cannot maximize the multi-directional and multi-dimensional collaborative intelligent control, thereby reducing the control, comfort and safety of the vehicle.

SUMMARY

[0004] The present application aims to provide a chassis domain control assembly and vehicle.

[0005] The present application provides a chassis domain assembly, which comprises an integrated carrier, a vehicle state calculation module, a steering control module, a brake force control module, a driving force control module, a damping force control module and a spring stiffness control module. The vehicle state calculation module, the steering control module, the brake force control module, the driving force control module, the damping force control module and the spring stiffness control module are integrated on the integrated carrier. The vehicle state calculation module is configured to receive a state signal of the vehicle and calculate state information of the vehicle according to the state signal. The steering control module, the brake force control module, the driving force control module, the damping force control module and the spring stiffness control module are configured to jointly control the stability of the vehicle during driving according to the state information of the vehicle.

[0006] The present application also provides a vehicle comprising the above-mentioned chassis domain assembly.

[0007] The application also provides a control method of a vehicle, which is applied to a chassis domain assembly of the vehicle, the chassis domain assembly comprising an integrated carrier, the integrated carrier comprising a circuit board, and an integrated chip being arranged on the circuit board to execute the control method of the vehicle, the control method of the vehicle comprising receiving a state signal of the vehicle, and calculating state information of the vehicle according to the state signal; generating corresponding steering adjustment signals, brake force adjustment signals, driving force adjustment signals, damping force adjustment signals and spring stiffness adjustment signals according to the state information of the vehicle, to jointly control the stability of the vehicle in the driving process.

[0008] The application also provides a chassis domain assembly of a vehicle, which comprises an integrated carrier, the integrated carrier comprising a circuit board, and an integrated chip being arranged on the circuit board to execute the control method.

[0009] The application also provides a vehicle, which comprises the chassis domain assembly of the vehicle.

[0010] The application has the following beneficial effects: the steering angle of the vehicle is adjusted by the steering control module, the brake force of the vehicle brake is adjusted by the brake force control module, the driving force of the vehicle motor is adjusted by the driving force control module, the damping force of the vehicle damper is adjusted by the damping force control module, and the stiffness of the vehicle shock absorber is adjusted by the spring stiffness control module, to jointly control the stability of the vehicle, thereby reducing the risk of losing control of the vehicle in the driving process. The vehicle state calculation module, the steering control module, the brake force control module, the driving force control module, the damping force control module and the spring stiffness control module are integrally arranged on the integrated carrier, the state information of the vehicle can be calculated at the same time, and the steering system, the brake, the driving system, the damper and the spring and the like hardware can be controlled according to the state information, thereby improving the intelligence of the vehicle as a whole, and improving the control, comfort and safety of the vehicle.

[0011] Other characteristics and advantages of the application will become apparent from the following detailed description, or will be learned by practice of the application.

[0012] It should be understood that the foregoing general description and the following detailed description are only exemplary and explanatory, and cannot limit the application. BRIEF DESCRIPTION OF DRAWINGS

[0013] The drawings incorporated into the specification and constituting a part of the specification show embodiments consistent with the application and, together with the specification, serve to explain the principles of the application. Obviously, the drawings in the following description are only some embodiments of the application, and other drawings can be obtained by those skilled in the art without creative labor on the basis of these drawings.

[0014] Fig. 1 is a first structural schematic view of a chassis domain assembly in an embodiment of the application;

[0015] Fig. 2 is a second structural schematic diagram of a chassis domain assembly in an embodiment of the present application;

[0016] Fig. 3 is a structural schematic diagram of a hydraulic motor, a hydraulic cylinder, an oil can, a connector and an integrated carrier integrated and arranged in an embodiment of the present application;

[0017] Fig. 4 is a structural schematic diagram of a compression motor, a distribution valve and an integrated carrier integrated and arranged in an embodiment of the present application;

[0018] Fig. 5 is a control flowchart of a first embodiment of a chassis domain assembly in an embodiment of the present application;

[0019] Fig. 6 is a structural schematic diagram of a vehicle in an embodiment of the present application;

[0020] Fig. 7 is a control flowchart of a second embodiment of a chassis domain assembly in an embodiment of the present application;

[0021] Fig. 8 is a specific flowchart of Fig. 2;

[0022] Fig. 9 is a control flowchart of a third embodiment of a chassis domain assembly in an embodiment of the present application;

[0023] Fig. 10 is a flowchart of a vehicle steering method in an embodiment of the present application.

[0024] Fig. 11 is a flowchart of a vehicle control method in an embodiment of the present application.

[0025] BRIEF DESCRIPTION OF THE DRAWINGS 1, chassis domain assembly; 10, integrated carrier; 11, shell; 20, vehicle state calculation module; 30, steering control module; 40, brake force control module; 50, driving force control module; 60, damping force control module; 70, spring stiffness control module; 81, hydraulic motor; 82, hydraulic cylinder; 821, first mounting surface; 822, second mounting surface; 823, third mounting surface; 824, fourth mounting surface; 83, oil can; 84, connector; 91, compression motor; 92, distribution valve; 93, dryer; 100, steering system; 200, brake; 300, driving system; 400, damper; 500, spring.

DETAILED DESCRIPTION

[0026] Example embodiments will now be described more fully with reference to the accompanying drawings. However, example embodiments can be implemented in many forms and should not be construed as limited to the examples set forth herein; rather, these embodiments are provided to make this application more comprehensive and complete, and to fully convey the concept of example embodiments to those skilled in the art. Furthermore, the described features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. In the following description, numerous specific details are provided to give a full understanding of the embodiments of this application. However, those skilled in the art will recognize that the technical solutions of this application can be practiced without one or more of the specific details, or other methods, components, apparatuses, steps, etc., can be employed. In other cases, well-known methods, apparatuses, implementations, or operations are not shown or described in detail to avoid obscuring various aspects of this application. This application will be further detailed below with reference to the accompanying drawings and specific embodiments. It should be noted that the technical features involved in the various embodiments of this application described below can be combined with each other as long as they do not conflict with each other. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application. It should be noted that "multiple" as mentioned herein refers to two or more. The "AND / OR" operator describes the relationship between related objects, indicating that there can be three possible relationships. For example, A AND / OR B can represent: A alone, A and B simultaneously, or B alone. The character " / " generally indicates that the objects before and after it are in an "OR" relationship.

[0027] With the development of automotive product technology, people have higher and higher requirements for the intelligence and collaborative control of automobiles. In the existing technology, the steering system, brake, drive system and shock absorption system are completely independent in control. The hardware integration is low, the cost is high, and the layout space is large. In terms of function, each function is controlled separately without collaborative control. It cannot maximize the realization of multi-directional and multi-dimensional collaborative intelligent control, thereby reducing the vehicle's handling, comfort and safety.

[0028] With reference to FIGS. 1 and 2, in order to solve the above technical problems, the application provides a chassis domain assembly 1, which comprises an integrated carrier 10, a vehicle state calculation module 20, a steering control module 30, a braking force control module 40, a driving force control module 50, a damping force control module 60 and a spring stiffness control module 70, and the vehicle state calculation module 20, the steering control module 30, the braking force control module 40, the driving force control module 50, the damping force control module 60 and the spring stiffness control module 70 are integrally arranged on the integrated carrier 10; the vehicle state calculation module 20 is used for receiving a state signal of the vehicle and calculating state information of the vehicle according to the state signal, and the steering control module 30, the braking force control module 40, the driving force control module 50, the damping force control module 60 and the spring stiffness control module 70 are used for jointly controlling the stability of the vehicle according to the state information of the vehicle. Thus, the stability of the vehicle is cooperatively controlled by adjusting the steering angle of the vehicle through the steering control module 30, adjusting the braking force of the brake 200 of the vehicle through the braking force control module 40, adjusting the driving force of the motor of the vehicle through the driving force control module 50, adjusting the damping force of the damper 400 of the vehicle through the damping force control module 60 and adjusting the stiffness of the shock absorber of the vehicle through the spring stiffness control module 70, thereby reducing the risk of losing control of the vehicle during driving. The vehicle state calculation module 20, the steering control module 30, the braking force control module 40, the driving force control module 50, the damping force control module 60 and the spring stiffness control module 70 are integrally arranged on the integrated carrier 10, so that the state information of the vehicle can be calculated at the same time and the steering system 100, the brake 200, the driving system 300, the damper 400 and the spring 500 and other hardware can be controlled according to the state information, thereby improving the intelligence of the vehicle as a whole and improving the control, comfort and safety of the vehicle.

[0029] In some embodiments, with reference to FIG. 2, the vehicle state calculation module 20 is used for receiving a state signal of the vehicle and calculating state information of the vehicle according to the state signal, and the steering control module 30, the braking force control module 40 and the driving force control module 50 are used for jointly controlling the steering radius of the vehicle according to the state information of the vehicle, wherein the vehicle state information comprises the steering angle of the front wheel of the vehicle, the braking force of the rear wheel brake of the vehicle and the driving force of the front wheel of the vehicle. Thus, the moving distance of the vehicle in the lateral direction and the longitudinal direction is cooperatively controlled by adjusting the steering angle of the front wheel of the vehicle, the driving force of the front wheel of the vehicle and the braking force of the rear wheel of the vehicle, thereby reducing the steering radius of the vehicle, so that the functions are integrally arranged. The vehicle state calculation module 20, the steering control module 30, the braking force control module 40 and the driving force control module 50 are integrally arranged on the integrated carrier 10, so that the hardware is integrally arranged. Through the functional integration and the hardware integration, the state information of the vehicle can be calculated at the same time and the steering system 100, the braking system, the driving system 300 and other hardware can be controlled according to the state information, thereby improving the intelligence of the vehicle as a whole and improving the control, comfort and safety of the vehicle.

[0030] In some embodiments, the vehicle state calculation module comprises a longitudinal vehicle speed calculation unit (not shown in the figure), a center of mass side slip angle calculation unit (not shown in the figure), a road adhesion coefficient calculation unit (not shown in the figure), a wheel slip rate calculation unit (not shown in the figure), and a slope calculation unit (not shown in the figure). The longitudinal vehicle speed calculation unit is configured to be connected to the electronic control unit to obtain a vehicle speed signal and calculate the longitudinal vehicle speed based on the vehicle speed signal. The center of mass side slip angle calculation unit is configured to be connected to the electronic control unit to obtain a lateral acceleration signal, a steering angle signal, and a yaw angle signal, and to calculate the center of mass side slip angle based on the lateral acceleration signal, the steering angle signal, and the yaw angle signal. The road adhesion coefficient calculation unit is configured to be connected to the electronic control unit to obtain a wheel speed signal and a longitudinal acceleration signal, and to calculate the road adhesion coefficient based on the wheel speed signal and the longitudinal acceleration signal. The wheel slip rate calculation unit is configured to be connected to the electronic control unit to obtain a wheel speed signal and a longitudinal acceleration signal, and to calculate the wheel slip rate based on the wheel speed signal and the longitudinal acceleration signal. The slope calculation unit is configured to be connected to the electronic control unit to obtain a vehicle speed signal, a longitudinal acceleration signal, and a gear signal, and to calculate the slope based on the wheel speed signal, the longitudinal acceleration signal, and the gear signal.

[0031] The electronic control unit can be connected to various sensors, such as a speed sensor, and receive signals output by these sensors, thereby obtaining vehicle speed, lateral acceleration, steering angle, yaw angle, wheel speed, and other information. The electronic control unit can further generate vehicle speed signals, lateral acceleration signals, steering angle signals, yaw angle signals, and wheel speed signals based on this information, and transmit them to the corresponding calculation units via the CAN bus.

[0032] The longitudinal vehicle speed calculation unit, the center of mass side slip angle calculation unit, the road adhesion coefficient calculation unit, the wheel slip rate calculation unit, and the slope calculation unit can be configured with processors having computing capabilities, which perform corresponding calculations based on received signals. For example, the longitudinal vehicle speed calculation unit can be configured with a longitudinal vehicle speed calculation processor, which calculates the longitudinal vehicle speed based on the vehicle speed signal.

[0033] In some embodiments, the steering control module is configured to be connected to the center of mass side slip angle calculation unit, and to adjust the steering angle based on the center of mass side slip angle signal; the braking force control module is configured to be connected to the longitudinal vehicle speed calculation unit, the center of mass side slip angle calculation unit, the road adhesion coefficient calculation unit, the wheel slip rate calculation unit, and the slope calculation unit, and to adjust the braking force of the vehicle brake based on the longitudinal vehicle speed signal, the center of mass side slip angle signal, the road adhesion coefficient signal, the wheel slip rate signal, and the slope signal; the driving force control module is configured to be connected to the longitudinal vehicle speed calculation unit and the wheel slip rate calculation unit, and to adjust the driving force of the vehicle motor based on the longitudinal vehicle speed signal and the wheel slip rate signal; the steering control module, the braking force control module, and the driving force control module jointly control the steering radius when the vehicle exits the first station by adjusting the steering angle, the braking force, and the driving force, respectively. The steering control module, the braking force control module, and the driving force control module can be configured with processors having computing capabilities to control the steering angle, the braking force, and the driving force based on the received signals and preset computing strategies, respectively. For example, the steering control module can be configured with a steering angle calculation processor having computing capabilities, which can receive the center of mass side slip angle signal and adjust the steering angle based on the center of mass side slip angle signal and a preset computing strategy.

[0034] In some embodiments, when the wheel slip rate calculated by the wheel slip rate calculation unit exceeds the slip rate threshold, the braking force control module adjusts the braking force of the vehicle brake to control the wheel slip rate; the driving force control module adjusts the driving force of the vehicle motor, and the braking force control module adjusts the braking force of the vehicle brake to jointly adjust the longitudinal vehicle speed; the braking force control module, the steering control module, and the driving force control module adjust the wheel slip rate, the steering angle, and the longitudinal vehicle speed to control the steering radius when the vehicle exits the first station. Assuming that the slip rate threshold is 12%, when the wheel slip rate exceeds 12%, the braking force control module adjusts the braking force of the vehicle brake (e.g., reduces the braking force) to prevent wheel slip. It should be noted that the slip rate threshold of 12% in this embodiment is only an exemplary value, and in actual applications, the slip rate threshold can be selected according to actual needs, which is not limited in this application.

[0035] In some embodiments, the integrated carrier 10 comprises a circuit board and a shell 11, the vehicle state calculation module 20, the steering control module 30, the brake force control module 40, the driving force control module 50, the damping force control module 60 and the spring stiffness control module 70 are integrated chips, the integrated chips are arranged on the circuit board, and the circuit board is arranged in the shell 11; the integrated chips collect and process state signals to obtain state information, so as to transmit control signals to the steering system 100, the brake 200, the driving system 300, the damper 400 and the spring 500, and then control and adjust the steering system 100, the brake 200, the driving system 300, the damper 400 and the spring 500, so as to improve the integration of the integrated carrier 10.

[0036] In another embodiment, referring to FIG. 3, the integrated carrier 10 comprises a circuit board (arranged in a shell, not shown) and a shell 11, the vehicle state calculation module 20, the steering control module 30, the brake force control module 40, the driving force control module 50, the damping force control module 60 and the spring stiffness control module 70 are integrated chips, the integrated chips are arranged on the circuit board, and the circuit board is arranged in the shell 11; the chassis field assembly 1 further comprises a hydraulic motor 81, a hydraulic cylinder 82, an oil tank 83 and a connector 84, the hydraulic cylinder 82 comprises a first mounting surface 821, a second mounting surface 822, a third mounting surface 823 and a fourth mounting surface 824, the first mounting surface 821 and the second mounting surface 822 are arranged opposite to each other in a first direction, the third mounting surface 823 and the fourth mounting surface 824 are arranged opposite to each other in a second direction, the oil tank 83 and the connector 84 are arranged on the first mounting surface 821 and the second mounting surface 822 respectively, and the hydraulic motor 81 and the shell 11 are arranged on the third mounting surface 823 and the fourth mounting surface 824 respectively. Among them, the hydraulic motor 81, the hydraulic cylinder 82, the oil tank 83 and the connector 84 are control components of the brake 200, and the hydraulic motor 81, the hydraulic cylinder 82, the oil tank 83 and the connector 84 are integrated with the integrated carrier 10, which can improve the integration of the chassis field assembly 1. When the hydraulic motor 81, the hydraulic cylinder 82, the oil tank 83 and the connector 84 are integrated with the integrated carrier 10, the chassis field assembly 1 can be installed in the front cabin of the vehicle, so that the connector 84 is connected to the brake pedal of the vehicle, and the hydraulic motor 81, the hydraulic cylinder 82, the oil tank 83 and the connector 84 are controlled by the control signal of the brake force control module 40, and then the brake pedal of the vehicle is controlled. Moreover, the integrated chips can also transmit control signals to the steering system 100, the driving system 300, the damper 400 and the spring 500, and control and adjust the steering system 100, the driving system 300, the damper 400 and the spring 500.

[0037] In other embodiments, referring to FIG. 4, the integrated carrier 10 includes a circuit board and a housing 11, the vehicle state calculation module 20, the steering control module 30, the brake force control module 40, the driving force control module 50, the damping force control module 60 and the spring stiffness control module 70 are integrated chips, the integrated chips are arranged on the circuit board, and the circuit board is arranged in the housing 11; the chassis domain assembly 1 further includes a compression motor 91 and a distribution valve 92, the compression motor 91 is arranged on one side of the distribution valve 92, and the side of the distribution valve 92 relative to the compression motor 91 is used for connecting a dryer 93, so that the gas in the dryer 93 is transmitted to the air suspension system of the vehicle; wherein the housing 11 is connected with the distribution valve 92, and the housing 11 and the compression motor 91 are located on the same side of the distribution valve 92. The compression motor 91 and the distribution valve 92 are control components of the air suspension system, and the compression motor 91, the distribution valve 92 and the integrated carrier 10 are integrally arranged, so that the integration degree of the chassis domain assembly 1 is improved. When the compression motor 91, the distribution valve 92 and the integrated carrier 10 are integrally arranged, the chassis domain assembly 1 can be installed at the central part of the vehicle chassis, so that the dryer can inflate the air suspension system located on the wheel, thereby controlling and adjusting the height of the air suspension system. Moreover, the integrated chip can also transmit control signals to the steering system 100, the controller, the driving system 300, the damper 400 and the spring 500, so as to control and adjust the steering system 100, the brake 200, the driving system 300, the damper 400 and the spring 500. The height of the vehicle body and the posture of the vehicle body can be controlled through the air suspension system.

[0038] In some embodiments, the integrated chip adopts a chip that can achieve the highest automotive safety integrity level (ASILD level) by itself, all embedded non-volatile memory host controller interface specifications (English full name: Non-Volatile Memory Express, abbreviated as NVMe) and static random access memory (English full name: Static Random-Access Memory, abbreviated as SRAM) are protected by a memory bank that can implement error checking and correction technology (English full name: Error Checking and Correcting, abbreviated as ECC), and has a controller with a safety data transmission function of 128 channels of direct memory access (English full name: Direct Memory Access, abbreviated as DMA) or above. A high-efficiency power management chip with multiple voltage power supply design is selected, which is suitable for a wide range of input of 3.0V to 40V, has a built-in safety state control and voltage monitoring function, and the chip and related circuits can reach the ASILD level by themselves, or dual-redundant power supply is adopted, when one power supply fails, the other power supply is switched. Through an end-to-end (also known as E2E) protection mechanism, the influence of possible failures in the communication link is eliminated, so as to achieve the ASILD level.

[0039] In some embodiments, the state signal is collected by a sensor of the vehicle, which is a kind of instantaneous information of the vehicle components during driving, and the state information is a certain parameter obtained by calculating the state signal, which can be calculated by one or more state signals. The state signal can include gear signal, wheel speed signal, vehicle speed signal, steering angle signal, lateral acceleration signal, longitudinal acceleration signal, yaw angle signal, brake master cylinder pressure signal, motor torque signal, door signal, height sensor signal, acceleration sensor signal, temperature and pressure sensor signal, intelligent driving state signal, etc. The state information includes mass center side slip angle, vehicle speed, slope, road adhesion coefficient, wheel slip ratio, wheel bounce displacement, instantaneous speed of wheel bounce, instantaneous speed of body bounce, control switch, throttle state, gear state, etc.

[0040] In some embodiments, referring to FIG. 5, the steering control module 30 is used to adjust the steering angle of the vehicle according to the state information of the vehicle to control the stability of the vehicle; the driving force control module 50 is used to adjust the driving force of the motor of the vehicle according to the state information of the vehicle to control the stability of the vehicle; the brake force control module 40 is used to adjust the brake force of the brake 200 of the vehicle according to the state information of the vehicle to control the stability of the vehicle; the damping force control module 60 is used to adjust the damping force of the damper 400 of the vehicle according to the state information of the vehicle to control the stability of the vehicle; and the spring stiffness control module 70 is used to adjust the stiffness of the spring 500 according to the state information of the vehicle to control the stability of the vehicle. Specifically, during driving, the vehicle may face factors affecting the stability of the vehicle such as vehicle rollover, collision caused by too fast vehicle speed, slip and yaw caused by too fast vehicle speed, etc. According to the state information, the steering angle needs to be corrected, then the steering control module 30 can obtain the corrected angle according to the state information and control the steering system 100 to correct the angle; according to the state information, the vehicle speed needs to be corrected, then the driving force control module 50 can obtain the corrected speed according to the state information and control the driving system 300 to correct the speed, at the same time, the brake force control module 40 can obtain the corrected brake force according to the state information and control the brake to correct the speed; according to the state information, the damping force needs to be corrected, then the damping force control module 60 can obtain the corrected damping force according to the state information and control the suspension system to correct the damping force; according to the state information, the stiffness of the shock absorber needs to be corrected, then the spring stiffness control module 70 can obtain the corrected stiffness value according to the state information and control the shock absorber system to correct the stiffness value; thereby, the steering control module 30, the driving force control module 50, the brake force control module 40, the damping force control module 60 and the spring stiffness control module 70 control the steering system 100, the driving system 300, the brake system, the suspension system and the shock absorber system respectively, so as to reduce the failure probability of vehicle rollover, collision, slip and yaw, etc. and improve the stability of the vehicle.

[0041] In some embodiments, the damping force control module is configured to be connected to the body roll gradient calculation unit, the wheel vertical motion state calculation unit, the body bounce instantaneous speed calculation unit, to adjust the damping force of the vehicle damper based on the current body roll gradient, the wheel bounce displacement, the instantaneous speed of the wheel bounce, the instantaneous speed of the body bounce, to control the pitch gradient of the vehicle; the spring stiffness control module is configured to be connected to the body roll gradient calculation unit, to adjust the stiffness of the spring based on the current body roll gradient.

[0042] The wheel vertical motion state calculation unit can further include a wheel bounce displacement calculation sub-unit and a wheel bounce instantaneous speed calculation sub-unit, the wheel bounce displacement calculation sub-unit and the wheel bounce instantaneous speed calculation sub-unit are respectively configured to calculate the wheel bounce displacement and the wheel bounce instantaneous speed.

[0043] Through being connected to the body roll gradient calculation unit, the wheel vertical motion state calculation unit and the body bounce instantaneous speed calculation unit, the processor in the damping force control module can calculate the damping force required to keep the pitch gradient of the vehicle within the pitch gradient threshold based on the received body roll gradient signal, the wheel vertical motion state signal and the body bounce instantaneous speed signal, so as to adjust the damping force to control the pitch gradient of the vehicle.

[0044] The spring stiffness control module can control the body roll gradient by controlling the spring stiffness, the spring stiffness control module is connected to the body roll gradient calculation unit, the body roll gradient calculation unit can calculate the current body roll gradient and generate a body roll gradient signal, by receiving the body roll gradient signal, the spring stiffness control module can control the spring stiffness based on the current body roll gradient, thereby keeping the stability of the vehicle.

[0045] In some embodiments, the body roll gradient calculation unit is configured to be connected to an inertial measurement unit (IMU) to obtain the current body roll gradient; the wheel vertical motion state calculation unit is configured to be connected to a height sensor, to calculate the wheel bounce displacement and the instantaneous speed of the wheel bounce based on the height signal sent by the height sensor; the body bounce instantaneous speed calculation unit is configured to be connected to a body acceleration sensor, to calculate the instantaneous speed of the body bounce based on the body acceleration signal sent by the body acceleration sensor.

[0046] The wheel vertical motion state calculation unit obtains the vertical bounce displacement of the wheel based on the height signal provided by the height sensor, and obtains the instantaneous speed of the wheel bounce based on the vertical bounce displacement of the wheel. The wheel vertical motion state calculation unit can include a processor chip with calculation function to calculate the vertical bounce displacement of the wheel and the instantaneous speed of the wheel bounce based on the height signal. The body bounce instantaneous speed calculation unit can include a processor chip with calculation function, and the processor chip can be connected to the body acceleration sensor to calculate the instantaneous speed of the body bounce based on the body acceleration signal.

[0047] In some embodiments, the inertial measurement unit is configured to analyze the vehicle motion state to obtain the current yaw rate, the current body roll gradient, and the current body pitch gradient; when the current yaw rate exceeds the yaw stability threshold, the steering control module adjusts the steering angle of the vehicle, and the brake force control module adjusts the brake force of the vehicle brake to control the yaw rate of the vehicle; when the current body roll gradient exceeds the roll gradient threshold, the damping force control module adjusts the damping force of the vehicle damper, and the spring stiffness control module adjusts the stiffness of the spring to control the roll gradient of the vehicle; when the body pitch gradient exceeds the pitch gradient threshold, the damping force control module adjusts the damping force of the vehicle damper to control the pitch gradient of the vehicle.

[0048] The yaw stability threshold, the roll gradient threshold, and the pitch gradient threshold can be set according to actual needs. For example, in order to maintain the stability of the vehicle, the yaw stability threshold can be set to 0.6° / s, that is, when the yaw rate exceeds 0.6° / s, the steering control module adjusts the steering angle of the vehicle, and the brake force control module adjusts the brake force of the vehicle brake to control the yaw rate of the vehicle within 0.6° / s. The roll gradient threshold can be set to 2-6° / g, for example, 4° / g; the acceleration pitch gradient threshold can be set in the range of 1.5-2.5° / g, for example, 2° / g; and the brake pitch gradient threshold can be set in the range of 1-1.5° / g, for example, 1.2° / g.

[0049] In some embodiments, referring to FIG. 5 and FIG. 6, the steering control module 30 controls the steering radius of the vehicle by adjusting the steering angle of the vehicle; the driving force control module 50 controls the longitudinal speed of the vehicle by adjusting the driving force of the motor of the vehicle and the braking force control module 40 controls the slip ratio of the vehicle by adjusting the braking force of the vehicle brake 200; the braking force control module 40 controls the yaw angular velocity of the vehicle by adjusting the braking force of the vehicle brake 200; the damping force control module 60 controls the pitch gradient of the vehicle by adjusting the damping force of the vehicle damper 400; the spring stiffness control module 70 controls the roll gradient of the vehicle by adjusting the damping force of the vehicle damper 400 and adjusting the stiffness of the spring 500; the stability of the vehicle is controlled by at least controlling one of the steering radius of the vehicle, the vehicle speed of the vehicle, the slip ratio of the vehicle, the yaw angular velocity of the vehicle, the pitch gradient of the vehicle, and the roll gradient of the vehicle. In this way, the steering system 100, the driving system 300, the braking force system, the air suspension system, and the shock absorber system are respectively controlled by the steering control module 30, the driving force control module 50, the braking force control module 40, the damping force control module 60, and the spring stiffness control module 70, so as to realize the control of the steering radius of the vehicle, the vehicle speed of the vehicle, the slip ratio of the vehicle, the yaw angular velocity of the vehicle, the pitch gradient of the vehicle, and the roll gradient of the vehicle. When the vehicle is about to appear the failure mode such as rollover, collision, slip, and yaw, the risk of appearing the above failure mode can be reduced by such design; when the vehicle has appeared the above failure mode, the loss caused by the failure mode can also be reduced by such design.

[0050] In some embodiments, the vehicle may travel in a straight line or in a curve during the driving process. When the vehicle travels in a straight line, the vehicle speed is equal to the longitudinal speed; when the vehicle travels in a curve, the vehicle speed is the comprehensive speed of the longitudinal speed and the lateral speed.

[0051] In some embodiments, the steering control module 30 includes a steering controller and a steering calculation module. The steering calculation module can send instructions to the steering controller and control it. The steering controller is a mechanical component for controlling the steering system 100, and the steering calculation module is integrated on the integrated carrier 10. Further, the steering control module 30 can receive one or more of the above state information, and calculate the steering angle correction value according to one or more state information. That is, the steering angle is corrected on the basis of the real-time steering angle to stabilize the driving on the steering path.

[0052] In some embodiments, the driving force control module 50 includes a driving force controller and a driving force calculation module, the driving force calculation module can send instructions to the driving force controller and control it. The driving force controller is a mechanical component for controlling the driving force system, such as a motor, a reducer, etc., and the driving force calculation module is integrated on the integrated carrier 10. Further, the driving force control module 50 can receive one or more of the above-mentioned state information, and calculate the driving force correction value according to one or more of the state information, that is, the driving force is corrected on the basis of the real-time driving force, which can reduce the risk of failure.

[0053] In some embodiments, the braking force control module 40 includes a hydraulic controller and a braking force calculation module, the braking force calculation module can send instructions to the hydraulic system and build pressure, and drive the caliper brake by building pressure value on the hydraulic system. The hydraulic controller includes an oil can, a valve, a motor and a valve seat, the oil can, the valve and the motor are arranged on the valve seat, and the valve seat is arranged on the integrated carrier 10, and the braking force calculation module is integrated on the integrated carrier 10, so as to realize higher integration. The braking force control module 40 can receive the vehicle speed, the road adhesion coefficient and the wheel slip rate of the vehicle, and calculate the brake correction value of the brake, and correct the braking force of the brake 200 through the brake correction value, so as to adjust the braking force of the brake 200. Further, the braking force control module 40 can receive one or more of the above-mentioned state information, and calculate the braking force correction value according to one or more of the state information, that is, the braking force is corrected on the basis of the real-time braking force, which can reduce the risk of failure.

[0054] In some embodiments, the damping force control module 60 includes a damping force controller and a damping force calculation module, the damping force calculation module can send instructions to the damping force controller and control it. The damping force controller is a mechanical component for controlling the damping force system, such as an electromagnetic control valve, the current of the damper 400 is controlled through the electromagnetic control valve, so as to control the damping force of the damper 400, and the damping force calculation module is integrated on the integrated carrier 10. Further, the damping force control module 60 can receive one or more of the above-mentioned state information, and calculate the damping force correction value according to one or more of the state information, that is, the damping force is corrected on the basis of the real-time damping force, which can reduce the risk of failure.

[0055] In some embodiments, the spring stiffness control module 70 includes a spring 500 controller and a spring 500 stiffness calculation module, which can send instructions to the spring 500 controller and control it. Among them, the spring 500 controller is a mechanical component for controlling the stiffness of the spring 500, including a shock absorber spring 500 and a spring 500 adjuster. The travel of the spring 500 is adjusted through the spring 500 adjuster, so as to adjust the stiffness of the spring 500. The greater the travel of the spring 500, the smaller the stiffness, and vice versa. The stiffness calculation module of the shock absorber is integrated on the integrated carrier 10. Further, the spring stiffness control module 70 can receive one or more of the above state information, and calculate the spring 500 stiffness correction value according to one or more state information. That is, the real-time spring 500 stiffness value is corrected to reduce the risk of failure.

[0056] In some embodiments, the damper force control module 60 and the spring stiffness control module 70 jointly control the shock absorber, so that the vehicle can transmit different ground vibrations, and also adjust the pitch gradient and roll gradient of the vehicle by controlling the corresponding shock absorbers of different wheels.

[0057] In some embodiments, referring to FIGS. 5 and 6, the state information of the vehicle includes a center of mass side slip angle, and the steering control module 30 is configured to adjust the steering angle of the front wheels of the vehicle according to the center of mass side slip angle. The center of mass side slip angle is an important parameter describing the driving state of the vehicle, which represents the angle between the velocity direction of the center of mass of the vehicle and the direction of the vehicle head. The center of mass side slip angle is related to the handling and stability of the vehicle. By analyzing the change of the center of mass side slip angle, the influence of the steering response, braking and acceleration of the vehicle on the driving state of the vehicle can be evaluated, so as to optimize the handling performance and safety of the vehicle by adjusting the steering angle of the front wheels of the vehicle.

[0058] In some embodiments, referring to FIGS. 5 and 6, the state information of the vehicle includes a vehicle speed and a slope, and the driving force control module 50 is configured to adjust the driving force of the vehicle according to the vehicle speed and the slope. The vehicle speed is also the driving speed of the vehicle, and the vehicle speed combined with the slope determines the output size of the driving force of the vehicle. Generally, the smaller the initial value of the vehicle speed, the greater the slope, and the greater the driving force required to make the vehicle have stronger power.

[0059] In some embodiments, referring to FIG. 5 and FIG. 6, the state information of the vehicle includes vehicle speed, center of mass side slip angle, road adhesion coefficient, slope and wheel slip ratio, and the brake force control module 40 adjusts the brake force of the vehicle brake 200 according to the vehicle speed, the center of mass side slip angle, the road adhesion coefficient, the slope and the wheel slip ratio. When the brake force control module 40 needs to control the vehicle brake 200, it is necessary to make a comprehensive calculation in combination with the vehicle speed, the center of mass side slip angle, the road adhesion coefficient, the slope and the wheel slip ratio. In order to be able to adopt different braking strategies on different roads and achieve better braking effect.

[0060] In some embodiments, referring to FIG. 5 and FIG. 6, the state information of the vehicle includes roll angular velocity, wheel hop displacement, instantaneous speed of wheel hop and instantaneous speed of body hop, and the damping force control module 60 adjusts the damping force of the vehicle damper 400 according to the roll angular velocity, the wheel hop displacement, the instantaneous speed of wheel hop and the instantaneous speed of body hop. Specifically, the corresponding damper 400 can be controlled according to the different state information of each wheel, so as to accurately control the vehicle pitch gradient.

[0061] In some embodiments, referring to FIG. 5 and FIG. 6, the state information of the vehicle includes roll angular velocity, and the spring stiffness control module 70 adjusts the stiffness of the spring 500 according to the roll angular velocity. Specifically, the corresponding damper 400 can be controlled according to the different state information of each wheel, so as to accurately control the vehicle roll gradient.

[0062] In some embodiments, the vehicle state calculation module 20 calculates the state information of the vehicle every interval, and transmits the state information of each interval to the steering control module 30, the brake force control module 40, the driving force control module 50, the damping force control module 60 and the spring stiffness control module 70. Specifically, the interval is 2ms, and more calculation frequency can be achieved by smaller interval time, so as to increase the control ability and improve the accuracy of vehicle stability control.

[0063] In some embodiments, referring to FIG. 7, the steering control module 30 is used to adjust the steering angle of the front wheel of the vehicle according to the state information of the vehicle to control the steering radius of the vehicle; the driving force control module 50 is used to adjust the driving force of the front wheel of the vehicle according to the state information of the vehicle to control the steering radius of the vehicle; and the brake force control module 40 is used to adjust the brake force of the rear wheel brake of the vehicle according to the state information of the vehicle to control the steering radius of the vehicle.

[0064] Further, referring to FIG. 8, when the vehicle is in the first working position, the first working position is a parking position with insufficient front and rear safety distance and / or difficult to escape, the steering control module 30 is configured to correct the steering angle of the front wheels of the vehicle according to the steering angle of the front wheels of the vehicle; the driving force control module 50 is configured to increase the driving force of the front wheels of the vehicle according to the state information of the vehicle; the braking force control module 40 is configured to increase the braking force of the brake 200 of the rear wheels of the vehicle according to the state information of the vehicle; the vehicle is moved on the steering path by adjusting the steering angle of the front wheels of the vehicle and increasing the driving force of the front wheels of the vehicle, and the braking force of the brake 200 of the rear wheels of the vehicle is increased to reduce the forward displacement of the vehicle, thereby reducing the steering radius of the vehicle; wherein the forward displacement is the displacement in the direction from the tail to the head.

[0065] Further, referring to FIGS. 8 and 6, the steering control module 30 can receive the real-time steering angle and the steering path of the vehicle, calculate the steering angle correction value according to the real-time steering angle and the steering path, i.e. correct the steering angle on the basis of the real-time steering angle so as to be able to travel on the steering path. The steering control module 30 includes a steering controller and a steering calculation module, and the steering calculation module can send instructions to the steering controller and control it. The steering controller is a mechanical component of the steering system 100, and the steering calculation module is integrated on the integrated carrier 10.

[0066] Referring to FIGS. 8 and 6, the braking force control module 40 can receive the vehicle speed, the road adhesion coefficient and the wheel slip rate of the vehicle, and calculate the braking correction value of the braking system, so as to correct the braking force of the brake 200 through the braking correction value, thereby adjusting the braking force of the brake 200. The braking system generally drives the caliper brake by establishing a pressure value on the hydraulic system, and specifically, the pressure value is 50 bar. The braking force control module 40 includes a hydraulic controller and a braking force calculation module, and the braking force calculation module can send instructions to the hydraulic system and establish pressure.

[0067] Referring to FIGS. 8 and 6, the driving force control module 50 can receive the throttle state and the gear state of the vehicle, and calculate the driving correction value of the driving system 300, so as to adjust the driving force of the driving motor through the driving correction value, thereby adjusting the driving force of the driving system 300. Specifically, the gear state includes a parking gear (P gear), a forward gear (D gear) and a reverse gear (R gear), when the vehicle is in the first working position, the forward gear (D gear) can be received after steering, the driving system 300 at least includes a driving motor, a motor controller, etc., and the driving system 300 is arranged on the chassis to drive the vehicle to travel; wherein the driving control module is integrated on the integrated carrier 10.

[0068] In some embodiments, referring to FIG. 9, the state information of the vehicle includes a control switch, and the brake force control module 40 is configured to adjust the brake force of the rear wheel brake 200 of the vehicle according to the control switch, and the control switch is arranged in the central control area. The control switch can be a physical key and a virtual key, and when being a virtual key, the control switch can be integrated in the central control screen and controlled by voice control and touch control of the vehicle machine. When being in the first station, the operator controls the vehicle machine to open the control switch by voice control and touch control, and the brake force control module 40 corrects the brake force of the brake 200, so as to adjust the brake force of the brake 200 to make the rear wheel in a locked state, that is, to provide a brake force value to the rear wheel to stop the rotation of the wheel on the road surface. The brake force of the rear wheel of the vehicle can be adjusted by building pressure of the hydraulic system, and the pressure value of the hydraulic system is 50 bar when being in the locked state.

[0069] In some embodiments, referring to FIG. 9, the state information of the vehicle includes a road adhesion coefficient, and the brake force control module 40 is configured to adjust the brake force of the rear wheel brake 200 of the vehicle according to the road adhesion coefficient. Alternatively, the state information of the vehicle includes a wheel slip rate, and the brake force control module 40 is configured to adjust the brake force of the rear wheel brake 200 of the vehicle according to the wheel slip rate. Alternatively, the state information of the vehicle includes a wheel slip rate and a road adhesion coefficient, and the brake force control module 40 is configured to adjust the brake force of the rear wheel brake 200 of the vehicle according to the wheel slip rate and the road adhesion coefficient. The brake force is adjusted according to at least any one of the road adhesion coefficient and the wheel slip rate, and in actual working conditions, the brake force also needs to be calibrated in combination with the vehicle speed. Of course, the brake force is determined according to the pressure value of the hydraulic system, and therefore the pressure value can be specifically calibrated.

[0070] In some embodiments, referring to FIG. 9, the state information of the vehicle includes a throttle state, and the drive force control module 50 is configured to adjust the drive force of the front wheel of the vehicle according to the throttle state. The state information of the vehicle includes a gear state, and the drive force control module 50 is configured to adjust the drive force of the front wheel of the vehicle according to the gear state. The drive force is adjusted according to at least any one of the road throttle state and the drive force. In actual working conditions, the drive force also needs to be corrected in combination with the vehicle speed to ensure that the vehicle can be separated from the station while ensuring the safety of the vehicle. Of course, the drive force is determined according to the drive value of the motor, and therefore the operation of the motor can be specifically corrected.

[0071] In some embodiments, referring to FIG. 9, the chassis domain assembly 1 further includes a damping force control module 60, and the state information of the vehicle includes a control switch, and the damping force control module 60 is configured to adjust the damping force of the damper 400 according to the control switch. The damping force control module 60 corrects the damping of the damper 400, so as to adjust the damping of the damping force to adjust the softness and hardness of the shock absorber, thereby controlling the vertical attitude of the vehicle body.

[0072] Further, referring to Fig. 9, the damping force control module 60 is capable of receiving the control switch of the vehicle and adjusting the damping value of the damper 400 by applying a large damping value to make the hardness of the shock absorber larger. The damping value of the shock absorption system is generally adjusted by adjusting the current of the damper 400. The damper 400 control module includes the damper 400 and a damper calculation module, which can send instructions to the damper 400 and change the current. The damper 400 is arranged on the chassis, and the damper calculation module is integrated on the integrated carrier 10, thereby realizing higher integration.

[0073] Specifically, when in the first station, the operator controls the vehicle machine by voice and touch to open the control switch, and the damping force control module 60 corrects the current of the damping force of the brake 200 to adjust the damper 400 to have a large damping. Since the vehicle may have a large lateral swing when leaving the station, the shock absorber with large damping can be harder to maintain the vertical posture of the vehicle body.

[0074] In some embodiments, referring to Fig. 9, the steering control module 30, the driving force control module 50, the damping force control module 60, etc. also need to receive the control switch in response to the opening of the control switch, and control the steering system 100, the brake 200, the driving system 300 and the damper 400 respectively, thereby performing steering, driving, braking and damping actions to reduce the steering angle of the vehicle.

[0075] In some embodiments, referring to Fig. 9, the state information of the vehicle includes the vehicle speed, and the brake force control module 40 is configured to control the brake 200 of the rear wheel of the vehicle to be in an idle state in response to the vehicle speed being greater than a preset moving speed threshold. When leaving the first station, the brake caliper of the rear wheel is away from the brake disc to make the brake 200 in the idle state, and the brake force of the rear wheel disappears, and the vehicle travels at a set speed under the control of the vehicle machine. Of course, the vehicle can also be driven by the operator according to its operation habit. Specifically, the preset moving speed threshold is 10 km / h.

[0076] In this embodiment, the turning radius of the vehicle is reduced by adjusting the steering angle of the front wheels of the vehicle, the driving force of the front wheels of the vehicle, and the braking force of the rear wheels of the vehicle to cooperatively control the moving distance of the vehicle in the lateral direction and the longitudinal direction. The vehicle state calculation module 20, the steering control module 30, the braking force control module 40, and the driving force control module 50 are integrally arranged on the integrated carrier 10, which can simultaneously calculate the state information of the vehicle and control the steering system 100, the braking system, the driving system 300, and the like according to the state information, thereby improving the intelligence of the vehicle as a whole and improving the control, comfort, and safety of the vehicle. Specifically, when the parking space is insufficient in the front-rear safety distance and / or difficult to escape, the steering control module 30 is used to correct the steering angle of the front wheels of the vehicle according to the steering angle of the front wheels of the vehicle; the driving force control module 50 is used to increase the driving force of the front wheels of the vehicle according to the state information of the vehicle; and the braking force control module 40 is used to increase the braking force of the brake 200 of the rear wheels of the vehicle according to the state information of the vehicle. The steering angle of the front wheels of the vehicle is adjusted, and the driving force of the front wheels of the vehicle is increased to move the vehicle on the steering path, and the braking force of the brake 200 of the rear wheels of the vehicle is increased to reduce the forward displacement of the vehicle, thereby reducing the turning radius of the vehicle. The forward displacement is the displacement in the direction from the tail to the head of the vehicle.

[0077] In some embodiments, referring to FIG. 10, the application also provides a vehicle steering method applied to the chassis domain assembly 1, and the steps of the vehicle steering method specifically include:

[0078] Step S100, when the vehicle is in a static state, the braking force control module adjusts the braking force of the rear wheels of the vehicle to make the rear wheels of the vehicle in a locked state.

[0079] In combination with FIG. 7, when the vehicle is in the first station, the first station is a parking space that is insufficient in the front-rear safety distance and / or difficult to escape, after the vehicle starts control switch, the vehicle has a process of starting from a static state, and in the static state, the braking force of the brake 200 of the rear wheels of the vehicle is adjusted by the braking force control module 40 to apply a large damping to make the rear wheels of the vehicle in a locked state. When the vehicle starts to escape from the station, the displacement distance of the vehicle in the direction from the tail to the head of the vehicle can be reduced under the condition that the rear wheels of the vehicle are locked.

[0080] Step S200, in response to the rear wheels of the vehicle being in a locked state, the steering control module controls the steering angle of the front wheels of the vehicle, and the driving force control module adjusts the driving force of the front wheels of the vehicle to adjust the turning radius of the vehicle.

[0081] In combination with FIG. 7, when the rear wheels of the vehicle are in a locked state, the steering control module 30 controls the steering angle to steer the front wheels of the vehicle, and the driving force control module 50 provides driving force to the front wheels of the vehicle to move the front wheels of the vehicle along the steering path. Through the mutual cooperation of the rear wheels of the vehicle being in a locked state, the front wheels of the vehicle being steered, and the wheels of the vehicle being driven, the vehicle can increase the steering radius, thereby leaving the first working position.

[0082] In the embodiment, when the vehicle is in a parking position with insufficient front-rear safety distance and / or difficulty in escaping, through the mutual cooperation of the rear wheels of the vehicle being in a locked state, the front wheels of the vehicle being steered, and the wheels of the vehicle being driven, the vehicle can increase the steering radius, thereby leaving the first working position.

[0083] The application also provides a vehicle comprising the chassis domain assembly 1 described above.

[0084] The application also provides a vehicle control method applied to a chassis domain assembly of a vehicle, wherein the chassis domain assembly comprises an integrated carrier, and the integrated carrier comprises a circuit board and an integrated chip arranged on the circuit board to execute the vehicle control method. Please refer to FIG. 11, the control method shown in FIG. 11 comprises the following steps:

[0085] Step S111: receiving a state signal of the vehicle, and calculating state information of the vehicle according to the state signal.

[0086] Step S112: generating corresponding steering adjustment signals, braking force adjustment signals, driving force adjustment signals, damping force adjustment signals, and spring stiffness adjustment signals according to the state information of the vehicle, to jointly control the stability of the vehicle during driving.

[0087] In some embodiments, the control method further comprises generating corresponding steering adjustment signals, braking force adjustment signals, and driving force adjustment signals according to the state information of the vehicle, and the steering adjustment signals, the braking force adjustment signals, and the driving force adjustment signals are configured to jointly control the steering radius when the vehicle leaves the first working position; wherein the state information of the vehicle comprises a steering angle of the front wheels of the vehicle, a braking force of the rear wheel brakes of the vehicle, and a driving force of the front wheels of the vehicle.

[0088] In some embodiments, the state signal of the vehicle comprises a vehicle speed signal, a lateral acceleration signal, a steering angle signal, a yaw angle signal, a wheel speed signal, a longitudinal acceleration signal, and a gear position signal obtained from an electronic control unit of the vehicle; and the calculation of the state information of the vehicle according to the state signal comprises: calculating a longitudinal vehicle speed based on the vehicle speed signal; calculating a center of mass side slip angle based on the lateral acceleration signal, the steering angle signal, and the yaw angle signal; calculating a road adhesion coefficient based on the wheel speed signal and the longitudinal acceleration signal; calculating a wheel slip ratio based on the wheel speed signal and the longitudinal acceleration signal; and calculating a slope based on the wheel speed signal, the longitudinal acceleration signal, and the gear position signal.

[0089] In some embodiments, generating the corresponding steering adjustment signal, braking force adjustment signal, driving force adjustment signal, damping force adjustment signal and spring stiffness adjustment signal according to the state information of the vehicle comprises: generating the steering adjustment signal based on the center of mass side slip angle signal, the steering adjustment signal being configured to adjust the steering angle; generating the braking force adjustment signal based on the longitudinal vehicle speed signal, the center of mass side slip angle signal, the road surface adhesion coefficient signal, the wheel slip ratio signal, the slope signal, the braking force adjustment signal being configured to adjust the braking force of the vehicle brake; generating the driving force adjustment signal based on the longitudinal vehicle speed signal, the wheel slip ratio signal, the driving force adjustment signal being configured to adjust the driving force of the vehicle motor; wherein the steering adjustment signal, the braking force adjustment signal and the driving force adjustment signal jointly control the steering radius of the vehicle when the vehicle exits the first station by adjusting the steering angle, the braking force and the driving force, respectively.

[0090] In some embodiments, when the wheel slip ratio exceeds the slip ratio threshold, the braking force adjustment signal is generated based on the longitudinal vehicle speed signal, the center of mass side slip angle signal, the road surface adhesion coefficient signal, the wheel slip ratio signal, the slope signal to control the wheel slip ratio, the braking force adjustment signal being configured to adjust the braking force of the vehicle brake; adjusting the longitudinal vehicle speed based on the adjustment of the braking force of the vehicle brake based on the braking force adjustment signal, and the adjustment of the driving force of the vehicle motor based on the driving force adjustment signal; based on the adjustment of the wheel slip ratio, the steering angle, the longitudinal vehicle speed, to control the steering radius of the vehicle when the vehicle exits the first station.

[0091] In some embodiments, the steering adjustment signal is configured to control the steering radius of the vehicle; the driving force adjustment signal, the braking force adjustment signal are configured to jointly control the longitudinal speed of the vehicle; the braking force adjustment signal is further configured to control the slip ratio of the vehicle; the steering adjustment signal, the braking force adjustment signal are configured to jointly control the yaw angular velocity of the vehicle; the damping force adjustment signal is configured to control the pitch gradient of the vehicle; the damping force adjustment signal, the spring stiffness adjustment signal are configured to control the roll gradient of the vehicle; the stability of the vehicle during driving is controlled according to at least one of the steering adjustment signal, the braking force adjustment signal, the driving force adjustment signal, the damping force adjustment signal and the spring stiffness adjustment signal.

[0092] In some embodiments, the damping force adjustment signal is generated based on the current vehicle body roll gradient signal, the wheel hop displacement signal, the wheel hop instantaneous speed signal, the instantaneous speed signal of the body hop; the spring stiffness adjustment signal is generated based on the current vehicle body roll gradient signal.

[0093] In some embodiments, the body roll gradient signal is generated based on the inertial measurement signals; the wheel hop displacement and the instantaneous speed of the wheel hop are calculated based on the height signals, and the wheel hop displacement signal and the instantaneous speed of the wheel hop signal are generated; the instantaneous speed of the body hop is calculated based on the body acceleration signals, and the instantaneous speed of the body hop signal is generated.

[0094] In some embodiments, the vehicle motion state is analyzed to generate a current yaw rate signal, a current body roll gradient signal, and a current body pitch gradient signal; when it is determined based on the current yaw rate signal that the current yaw rate exceeds a yaw stability threshold, the yaw rate of the vehicle is controlled based on the steering adjustment signal and the braking force adjustment signal; when it is determined based on the current body roll gradient signal that the current body roll gradient exceeds a roll gradient threshold, the roll gradient of the vehicle is controlled based on the damping force adjustment signal and the spring stiffness adjustment signal; when it is determined based on the current body pitch gradient signal that the body pitch gradient exceeds a pitch gradient threshold, the pitch gradient of the vehicle is controlled based on the damping force adjustment signal.

[0095] In some embodiments, the state information of the vehicle includes a center of mass side slip angle; the control method further includes generating a steering adjustment signal based on the center of mass side slip angle.

[0096] In some embodiments, the state information of the vehicle includes a vehicle speed and a slope; the control method further includes generating a driving force adjustment signal based on the vehicle speed and the slope.

[0097] In some embodiments, the state information of the vehicle includes a vehicle speed, a center of mass side slip angle, a road adhesion coefficient, a slope, and a wheel slip ratio; the control method further includes generating a braking force adjustment signal based on the vehicle speed, the center of mass side slip angle, the road adhesion coefficient, the slope, and the wheel slip ratio.

[0098] In some embodiments, the state information of the vehicle includes a roll rate, a wheel hop displacement, an instantaneous speed of the wheel hop, and an instantaneous speed of the body hop; the control method further includes generating a damping force adjustment signal based on the roll rate, the wheel hop displacement, the instantaneous speed of the wheel hop, and the instantaneous speed of the body hop.

[0099] In some embodiments, the state information of the vehicle includes a roll rate; the control method further includes generating a spring stiffness adjustment signal based on the roll rate.

[0100] In some embodiments, a steering adjustment signal is generated according to the state information of the vehicle, the steering adjustment signal being configured to control a steering radius of the vehicle; a driving force adjustment signal is generated according to the state information of the vehicle, the driving force adjustment signal being configured to control the steering radius of the vehicle; a braking force adjustment signal is generated according to the state information of the vehicle, the braking force adjustment signal being configured to control the steering radius of the vehicle.

[0101] In some embodiments, in response to the vehicle speed being greater than a preset moving speed threshold, the controller controls the brake of the rear wheel of the vehicle to be in an idle state.

[0102] In some embodiments, the state information of the vehicle includes a road adhesion coefficient, and the control method includes adjusting the braking force of the brake of the rear wheel of the vehicle based on the road adhesion coefficient; or, the state information of the vehicle includes a wheel slip ratio, and the control method includes adjusting the braking force of the brake of the rear wheel of the vehicle based on the wheel slip ratio; or, the state information of the vehicle includes the wheel slip ratio and the road adhesion coefficient, and the control method includes adjusting the braking force of the brake of the rear wheel of the vehicle based on the wheel slip ratio and the road adhesion coefficient together; or, the state information of the vehicle includes an accelerator state, and the control method includes adjusting the driving force of the front wheel of the vehicle based on the accelerator state; or, the state information of the vehicle includes a gear state, and the control method includes adjusting the driving force of the front wheel of the vehicle based on the gear state.

[0103] The application also provides a chassis domain assembly of a vehicle, which includes an integrated carrier, and the integrated carrier includes a circuit board, and an integrated chip is arranged on the circuit board to execute the above-mentioned control method.

[0104] The application also provides a vehicle, which includes the above-mentioned chassis domain assembly.

[0105] In the present application, unless otherwise explicitly specified and limited, the terms such as “provided with”, “connected” and the like should be understood in a broad sense, for example, can be fixedly connected, or can be detachably connected, or can be integrated; can be mechanically connected, or can be electrically connected; can be directly connected, or can be indirectly connected through an intermediate medium, or can be the internal communication of two elements or the interaction relationship between two elements. For those skilled in the art, the specific meanings of the above terms in the present application can be understood according to the specific circumstances.

[0106] In the description of the present specification, the description referring to the terms “some embodiments” and the like means that the specific features, structures, materials or characteristics described in connection with the embodiments are contained in at least one embodiment of the present application. In the present specification, the illustrative description of the above terms does not necessarily refer to the same embodiments or examples. Moreover, the specific features, structures, materials or characteristics described can be combined in any appropriate manner in any one or more embodiments or examples. In addition, those skilled in the art can combine and combine the different embodiments or examples described in the present specification and the features of the different embodiments or examples, without contradiction.

Claims

1. A chassis domain assembly, characterized in that, the chassis domain assembly comprises an integrated carrier, a vehicle state calculation module, a steering control module, a braking force control module, a driving force control module, a damping force control module and a spring stiffness control module, the vehicle state calculation module, the steering control module, the braking force control module, the driving force control module, the damping force control module and the spring stiffness control module are integrated on the integrated carrier; the vehicle state calculation module is configured to receive a state signal of a vehicle and calculate state information of the vehicle according to the state signal, and the steering control module, the braking force control module, the driving force control module, the damping force control module and the spring stiffness control module are configured to jointly control stability of the vehicle during driving according to the state information of the vehicle.

2. The chassis pan assembly of claim 1, wherein, the steering control module, the braking force control module and the driving force control module are configured to jointly control a steering radius when the vehicle exits a first station according to the state information of the vehicle, wherein the state information of the vehicle comprises a steering angle of a front wheel of the vehicle, a braking force of a rear wheel brake of the vehicle and a driving force of the front wheel of the vehicle.

3. The chassis pan assembly of claim 1 or 2, wherein, the vehicle state calculation module comprises: a longitudinal vehicle speed calculation unit configured to be connected to an electronic control unit to obtain a vehicle speed signal and calculate a longitudinal vehicle speed based on the vehicle speed signal; a center of mass side slip angle calculation unit configured to be connected to the electronic control unit to obtain a lateral acceleration signal, a steering angle signal and a yaw angle signal and calculate a center of mass side slip angle based on the lateral acceleration signal, the steering angle signal and the yaw angle signal; a road adhesion coefficient calculation unit configured to be connected to the electronic control unit to obtain a wheel speed signal and a longitudinal acceleration signal and calculate a road adhesion coefficient based on the wheel speed signal and the longitudinal acceleration signal; a wheel slip ratio calculation unit configured to be connected to the electronic control unit to obtain the wheel speed signal and the longitudinal acceleration signal and calculate a wheel slip ratio based on the wheel speed signal and the longitudinal acceleration signal; a slope calculation unit configured to be connected to the electronic control unit to obtain the vehicle speed signal, the longitudinal acceleration signal and a gear signal and calculate a slope based on the wheel speed signal, the longitudinal acceleration signal and the gear signal. 4.The chassis domain assembly according to claim 3, characterized in that, the steering control module is configured to be connected to the center of mass side slip angle calculation unit and adjust the steering angle based on the center of mass side slip angle signal; the braking force control module is configured to be connected to the longitudinal vehicle speed calculation unit, the center of mass side slip angle calculation unit, the road adhesion coefficient calculation unit, the wheel slip ratio calculation unit and the slope calculation unit and adjust the braking force of the vehicle brake based on the longitudinal vehicle speed signal, the center of mass side slip angle signal, the road adhesion coefficient signal, the wheel slip ratio signal and the slope signal. The driving force control module is configured to be connected to the longitudinal vehicle speed calculation unit and the wheel slip rate calculation unit, and to adjust the driving force of the vehicle motor based on the longitudinal vehicle speed signal and the wheel slip rate signal. The steering control module, the braking force control module and the driving force control module jointly control the steering radius when the vehicle exits the first station by adjusting the steering angle, the braking force and the driving force, respectively.

5. The chassis domain assembly of claim 4, wherein, When the wheel slip rate calculated by the wheel slip rate calculation unit exceeds a slip rate threshold, the braking force control module adjusts the braking force of the vehicle brake to control the wheel slip rate. The driving force control module adjusts the driving force of the vehicle motor, and the braking force control module adjusts the braking force of the vehicle brake, to jointly adjust the longitudinal vehicle speed. The braking force control module, the steering control module and the driving force control module jointly control the steering radius when the vehicle exits the first station by adjusting the wheel slip rate, the steering angle and the longitudinal vehicle speed.

6. The chassis domain assembly of claim 1, wherein, The integrated carrier comprises a circuit board and a housing, and the vehicle state calculation module, the steering control module, the braking force control module, the driving force control module, the damping force control module and the spring stiffness control module are integrated chips, which are arranged on the circuit board and in the housing.

7. The chassis domain assembly of claim 1, wherein, The chassis domain assembly further comprises a hydraulic motor, a hydraulic cylinder, an oil tank and a connector, the hydraulic cylinder comprises a first mounting surface, a second mounting surface, a third mounting surface and a fourth mounting surface, the first mounting surface and the second mounting surface are arranged opposite to each other in a first direction, the third mounting surface and the fourth mounting surface are arranged opposite to each other in a second direction, the oil tank and the connector are arranged on the first mounting surface and the second mounting surface, respectively, and the hydraulic motor and the housing are arranged on the third mounting surface and the fourth mounting surface, respectively; alternatively, The integrated carrier comprises a circuit board and a housing, and the vehicle state calculation module, the steering control module, the braking force control module, the driving force control module, the damping force control module and the spring stiffness control module are integrated chips, which are arranged on the circuit board and in the housing; alternatively, The integrated carrier comprises a circuit board and a housing, and the vehicle state calculation module, the steering control module, the braking force control module, the driving force control module, the damping force control module and the spring stiffness control module are integrated chips, which are arranged on the circuit board and in the housing; The chassis domain assembly further comprises a compression motor and a distribution valve, the compression motor is arranged on one side of the distribution valve, and the distribution valve is used for connecting a dryer on the side opposite to the compression motor, and gas in the dryer is transmitted to an air suspension system of a vehicle; wherein the shell is connected to the distribution valve, and the shell is located on the same side of the distribution valve as the compression motor.

8. The chassis domain assembly of claim 1, wherein, the steering control module controls a steering radius of the vehicle by adjusting a steering angle of the vehicle; the driving force control module controls a longitudinal speed of the vehicle by adjusting a driving force of a vehicle motor, and the brake force control module controls the longitudinal speed of the vehicle by adjusting a brake force of a vehicle brake; the brake force control module controls a slip ratio of the vehicle by adjusting the brake force of the vehicle brake; the steering control module controls a yaw angular velocity of the vehicle by adjusting the steering angle of the vehicle and the brake force control module controls the yaw angular velocity of the vehicle by adjusting the brake force of the vehicle brake; the damping force control module controls a pitch gradient of the vehicle by adjusting a damping force of a vehicle damper; the damping force control module controls a roll gradient of the vehicle by adjusting the damping force of the vehicle damper and the spring stiffness control module adjusts a stiffness of a spring; the stability of the vehicle is controlled by at least controlling one of the steering radius of the vehicle, the vehicle speed of the vehicle, the slip ratio of the vehicle, the yaw angular velocity of the vehicle, the pitch gradient of the vehicle, and the roll gradient of the vehicle.

9. The chassis domain assembly of claim 8, wherein, the damping force control module is configured to be connected to a vehicle body roll gradient calculation unit, a wheel vertical motion state calculation unit, and a vehicle body bounce instantaneous speed calculation unit, and adjusts the damping force of the vehicle damper based on a current vehicle body roll gradient, a wheel bounce displacement, an instantaneous speed of the wheel bounce, and an instantaneous speed of the vehicle body bounce to control the pitch gradient of the vehicle; the spring stiffness control module is configured to be connected to the vehicle body roll gradient calculation unit and adjusts the stiffness of the spring based on the current vehicle body roll gradient.

10. The chassis domain assembly of claim 9, wherein, the vehicle body roll gradient calculation unit is configured to be connected to an inertial measurement unit to obtain the current vehicle body roll gradient; the wheel vertical motion state calculation unit is configured to be connected to a height sensor and calculates the wheel bounce displacement and the instantaneous speed of the wheel bounce based on a height signal sent by the height sensor; the vehicle body bounce instantaneous speed calculation unit is configured to be connected to a vehicle body acceleration sensor and calculates the instantaneous speed of the vehicle body bounce based on a vehicle body acceleration signal sent by the vehicle body acceleration sensor.

11. The chassis domain assembly of claim 10, wherein, the inertial measurement unit is configured to analyze vehicle motion states to obtain a current yaw angular velocity, a current vehicle body roll gradient, and a current vehicle body pitch gradient. when the current yaw rate exceeds a yaw stability threshold, the steering control module adjusts a steering angle of the vehicle, the brake force control module adjusts a brake force of a brake of the vehicle, to control the yaw rate of the vehicle; when the current roll gradient exceeds a roll gradient threshold, the damping force control module adjusts a damping force of a damper of the vehicle, a spring stiffness control module adjusts a stiffness of a spring, to control the roll gradient of the vehicle; when the body pitch gradient exceeds a pitch gradient threshold, the damping force control module adjusts a damping force of a damper of the vehicle, to control the pitch gradient of the vehicle.

12. The chassis pan assembly of claim 8, wherein, the state information of the vehicle includes a center of mass side slip angle, and the steering control module adjusts the steering angle of the vehicle according to the center of mass side slip angle.

13. The chassis pan assembly of claim 8, wherein, the state information of the vehicle includes a vehicle speed and a slope, and the drive force control module adjusts the drive force of the vehicle according to the vehicle speed and the slope.

14. The chassis pan assembly of claim 8, wherein, the state information of the vehicle includes a vehicle speed, a center of mass side slip angle, a road adhesion coefficient, a slope and a wheel slip ratio, and the brake force control module adjusts the brake force of the vehicle according to the vehicle speed, the center of mass side slip angle, the road adhesion coefficient, the slope and the wheel slip ratio.

15. The chassis pan assembly of claim 8, wherein, the state information of the vehicle includes a roll angular velocity, a wheel hop displacement, an instantaneous speed of wheel hop and an instantaneous speed of body hop, and the damping force control module adjusts the damping force of the damper of the vehicle according to the roll angular velocity, the wheel hop displacement, the instantaneous speed of wheel hop and the instantaneous speed of body hop.

16. The chassis pan assembly of claim 8, wherein, the state information of the vehicle includes a roll angular velocity, and the spring stiffness control module adjusts the stiffness of the spring according to the roll angular velocity.

17. The chassis pan assembly of claim 1, wherein, the vehicle state calculation module calculates the state information of the vehicle every time interval, and transmits the state information of each time interval to the steering control module, the brake force control module, the drive force control module, the damping force control module and the spring stiffness control module.

18. The chassis domain assembly of claim 2, wherein the steering control module adjusts a steering angle of a front wheel of the vehicle according to the state information of the vehicle, to control a steering radius of the vehicle; the drive force control module adjusts a drive force of the front wheel of the vehicle according to the state information of the vehicle, to control the steering radius of the vehicle; the brake force control module adjusts a brake force of a rear wheel brake of the vehicle according to the state information of the vehicle, to control the steering radius of the vehicle.

19. The chassis pan assembly of claim 18, wherein, the state information of the vehicle includes a control switch, and the brake force control module adjusts the brake force of the rear wheel brake of the vehicle according to the control switch, to make the rear wheel of the vehicle in a locked state.

20. The chassis pan assembly of claim 18, wherein, the state information of the vehicle includes a vehicle speed, and the brake force control module controls the rear wheel brake of the vehicle in an idle state in response to the vehicle speed being greater than a preset moving speed threshold.

21. The chassis domain assembly of claim 18, wherein The state information of the vehicle comprises a road adhesion coefficient, and the brake force control module is configured to adjust the brake force of the rear wheel of the vehicle according to the road adhesion coefficient. Alternatively, the state information of the vehicle comprises a wheel slip ratio, and the brake force control module is configured to adjust the brake force of the rear wheel of the vehicle according to the wheel slip ratio. Alternatively, the state information of the vehicle comprises a wheel slip ratio and a road adhesion coefficient, and the brake force control module is configured to adjust the brake force of the rear wheel of the vehicle according to the wheel slip ratio and the road adhesion coefficient. Alternatively, the state information of the vehicle comprises a throttle state, and the drive force control module is configured to adjust the drive force of the front wheel of the vehicle according to the throttle state. Alternatively, the state information of the vehicle comprises a gear state, and the drive force control module is configured to adjust the drive force of the front wheel of the vehicle according to the gear state.

22. The chassis pan assembly of any of claims 18-21, wherein, The chassis domain assembly further comprises a damping force control module, the state information of the vehicle comprises a control switch, and the damping force control module is configured to adjust the damping force of the damper according to the control switch.

23. A vehicle characterized by comprising: The chassis domain assembly comprises the chassis domain assembly according to any one of claims 1 to 22.

24. A control method of a vehicle, applied to a chassis domain assembly of the vehicle, characterized by, The chassis domain assembly comprises an integrated carrier, the integrated carrier comprises a circuit board, and an integrated chip is arranged on the circuit board to execute the vehicle control method, and the control method comprises: receiving state signals of the vehicle and calculating state information of the vehicle according to the state signals; generating corresponding steering adjustment signals, brake force adjustment signals, drive force adjustment signals, damping force adjustment signals and spring stiffness adjustment signals according to the state information of the vehicle to jointly control the stability of the vehicle during driving.

25. The control method according to claim 24, wherein The control method further comprises: generating corresponding steering adjustment signals, brake force adjustment signals and drive force adjustment signals according to the state information of the vehicle, and the steering adjustment signals, brake force adjustment signals and drive force adjustment signals are configured to jointly control the steering radius when the vehicle exits the first station; wherein the state information of the vehicle comprises a steering angle of the front wheel of the vehicle, a brake force of the rear wheel of the vehicle and a drive force of the front wheel of the vehicle.

26. The control method according to claim 24 or 25, wherein the state signals of the vehicle comprise a vehicle speed signal, a lateral acceleration signal, a steering angle signal, a yaw angle signal, a wheel speed signal, a longitudinal acceleration signal and a gear signal obtained from an electronic control unit of the vehicle; the calculation of the state information of the vehicle according to the state signals comprises: calculating a longitudinal vehicle speed based on the vehicle speed signal; calculating a center of mass side slip angle based on the lateral acceleration signal, the steering angle signal and the yaw angle signal; calculating a road adhesion coefficient based on the wheel speed signal and the longitudinal acceleration signal; calculating a wheel slip ratio based on the wheel speed signal and the longitudinal acceleration signal; calculating a slope based on the wheel speed signal, the longitudinal acceleration signal and the gear signal.

27. The control method according to claim 26, wherein The generating of the corresponding steering adjustment signal, brake force adjustment signal, driving force adjustment signal, damping force adjustment signal and spring stiffness adjustment signal according to the state information of the vehicle comprises: The steering adjustment signal is configured to adjust the steering angle based on the center of mass side slip angle signal; The brake force adjustment signal is configured to adjust the brake force of the vehicle brake based on the longitudinal vehicle speed signal, the center of mass side slip angle signal, the road surface adhesion coefficient signal, the wheel slip rate signal and the slope signal; The driving force adjustment signal is configured to adjust the driving force of the vehicle motor based on the longitudinal vehicle speed signal and the wheel slip rate signal; The steering adjustment signal, the brake force adjustment signal and the driving force adjustment signal jointly control the steering radius of the vehicle when it exits the first station by adjusting the steering angle, the brake force and the driving force, respectively.

28. The control method according to claim 27, wherein The control method further comprises: When the wheel slip rate exceeds the slip rate threshold, the brake force adjustment signal is generated based on the longitudinal vehicle speed signal, the center of mass side slip angle signal, the road surface adhesion coefficient signal, the wheel slip rate signal and the slope signal to control the wheel slip rate, and the brake force adjustment signal is configured to adjust the brake force of the vehicle brake; The longitudinal vehicle speed is adjusted based on the adjustment of the brake force of the vehicle brake by the brake force adjustment signal and the adjustment of the driving force of the vehicle motor by the driving force adjustment signal; The steering radius of the vehicle when it exits the first station is controlled based on the adjustment of the wheel slip rate, the steering angle and the longitudinal vehicle speed.

29. The control method of claim 24, wherein: The steering adjustment signal is configured to control the steering radius of the vehicle; The driving force adjustment signal and the brake force adjustment signal are configured to jointly control the longitudinal speed of the vehicle; The brake force adjustment signal is further configured to control the slip rate of the vehicle; The steering adjustment signal and the brake force adjustment signal are configured to jointly control the yaw angular velocity of the vehicle; The damping force adjustment signal is configured to control the pitch gradient of the vehicle; The damping force adjustment signal and the spring stiffness adjustment signal are configured to control the roll gradient of the vehicle; The stability of the vehicle during driving is controlled according to at least one of the steering adjustment signal, the brake force adjustment signal, the driving force adjustment signal, the damping force adjustment signal and the spring stiffness adjustment signal.

30. The control method of claim 29, wherein: The damping force adjustment signal is generated based on the current vehicle body roll gradient signal, the wheel bounce displacement signal, the wheel bounce instantaneous speed signal and the instantaneous speed signal of the vehicle body bounce; The spring stiffness adjustment signal is generated based on the current vehicle body roll gradient signal.

31. The control method of claim 30, wherein: The vehicle body roll gradient signal is generated based on the inertial measurement signal; calculating a wheel hop displacement based on the height signal, calculating an instantaneous speed of the wheel hop, and generating a wheel hop displacement signal and a wheel hop instantaneous speed signal based on the wheel hop displacement and the instantaneous speed of the wheel hop; calculating an instantaneous speed of the body hop based on the body acceleration signal, and generating a body hop instantaneous speed signal based on the instantaneous speed of the body hop.

32. The control method of claim 31, wherein: vehicle motion states are analyzed to generate a current yaw rate signal, a current body roll gradient signal, and a current body pitch gradient signal; when it is determined, based on the current yaw rate signal, that a current yaw rate exceeds a yaw stability threshold, controlling a yaw rate of the vehicle based on the steering adjustment signal and a braking force adjustment signal; when it is determined, based on the current body roll gradient signal, that a current body roll gradient exceeds a roll gradient threshold, controlling a roll gradient of the vehicle based on the damping force adjustment signal and the spring stiffness adjustment signal; when it is determined, based on the current body pitch gradient signal, that a body pitch gradient exceeds a pitch gradient threshold, controlling a pitch gradient of the vehicle based on the damping force adjustment signal.

33. The control method of claim 29, wherein: the state information of the vehicle includes a center of mass side slip angle; the control method further comprises: generating the steering adjustment signal based on the center of mass side slip angle.

34. The control method of claim 29, wherein: the state information of the vehicle includes a vehicle speed and a slope; the control method further comprises: generating the driving force adjustment signal based on the vehicle speed and the slope.

35. The control method of claim 29, wherein: the state information of the vehicle includes a vehicle speed, a center of mass side slip angle, a road surface adhesion coefficient, a slope, and a wheel slip ratio; the control method further comprises: generating the braking force adjustment signal based on the vehicle speed, the center of mass side slip angle, the road surface adhesion coefficient, the slope, and the wheel slip ratio.

36. The control method of claim 29, wherein: the state information of the vehicle includes a roll rate, a wheel hop displacement, an instantaneous speed of the wheel hop, and an instantaneous speed of the body hop; the control method further comprises: generating the damping force adjustment signal based on the roll rate, the wheel hop displacement, the instantaneous speed of the wheel hop, and the instantaneous speed of the body hop.

37. The control method of claim 29, wherein: the state information of the vehicle includes a roll rate; the control method further comprises: generating the spring stiffness adjustment signal based on the roll rate.

38. The control method of claim 25, wherein: the steering adjustment signal is generated based on the state information of the vehicle, the steering adjustment signal being configured to control a steering radius of the vehicle; the driving force adjustment signal is generated based on the state information of the vehicle, the driving force adjustment signal being configured to control the steering radius of the vehicle. The brake force adjustment signal is generated according to state information of the vehicle, and is configured to control a turning radius of the vehicle.

39. The control method according to claim 38, wherein The control method further comprises: controlling the brake of the rear wheel of the vehicle to be in an idle state in response to the vehicle speed being greater than a preset moving speed threshold.

40. The control method of claim 25, wherein the state information of the vehicle comprises a road adhesion coefficient, and the control method comprises adjusting the brake force of the brake of the rear wheel of the vehicle based on the road adhesion coefficient; or, the state information of the vehicle comprises a wheel slip ratio, and the control method comprises adjusting the brake force of the brake of the rear wheel of the vehicle based on the wheel slip ratio; or, the state information of the vehicle comprises a wheel slip ratio and a road adhesion coefficient, and the control method comprises adjusting the brake force of the brake of the rear wheel of the vehicle based on the wheel slip ratio and the road adhesion coefficient together; or, the state information of the vehicle comprises a throttle state, and the control method comprises adjusting the driving force of the front wheel of the vehicle based on the throttle state; or, the state information of the vehicle comprises a gear state, and the control method comprises adjusting the driving force of the front wheel of the vehicle based on the gear state.

41. A chassis domain assembly of a vehicle, comprising: The chassis domain assembly comprises an integrated carrier, and the integrated carrier comprises a circuit board, and an integrated chip is arranged on the circuit board to execute the control method of any one of claims 24-40.

42. A vehicle characterized by The chassis domain assembly comprises an integrated carrier, and the integrated carrier comprises a circuit board, and an integrated chip is arranged on the circuit board to execute the control method of any one of claims 24-40.

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