Vehicle control method and related product

Abstract

A vehicle control method, applied to the technical field of vehicle control. A chassis domain controller and at least two actuators all belong to a vehicle. The chassis domain controller converts a control objective of the vehicle into a vehicle control quantity of the vehicle in response to a control instruction for the vehicle. Then, after acquiring actuator configuration information comprising information of the at least two actuators and determining the vehicle control quantity of the vehicle, the chassis domain controller further allocates, on the basis of the vehicle control quantity and the actuator configuration information, the vehicle control quantity as a control component that should be implemented by each of the at least two actuators. Finally, a reference signal is sent to each of the at least two actuators, the reference signal being used for controlling the actuator to implement the control component that should be implemented by the actuator, thereby implementing the control objective of the vehicle by means of cooperative control of the at least two actuators, and improving the implementation effect of the control objective. Also disclosed is a related product related to the vehicle control method.

Description

A vehicle control method and related products

[0001] This application claims priority to Chinese Patent Application No. 202510038122.8, filed on January 7, 2025, entitled "A Vehicle Control Method and Related Products", the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to the field of vehicle control technology, and in particular to a vehicle control method and related products. Background Technology

[0003] Vehicles, as a common means of transportation in daily life, bring convenience to people's travel and improve their quality of life. By controlling the various actuators in a vehicle, it can perform corresponding functions. For example, by controlling the steering actuator to perform steering, the vehicle can turn. In current vehicles, each actuator has its own control system. Through the control system of each actuator, the various actuators in the vehicle can be controlled, thereby enabling the vehicle to perform its corresponding functions. However, because each actuator has its own control system, the actuators in the vehicle are independent, making it difficult to achieve coordinated control of different actuators. Summary of the Invention

[0004] This application provides a vehicle control method and related products that can achieve coordinated control of at least two actuators of a vehicle.

[0005] In a first aspect, embodiments of this application provide a vehicle control method. This method is applied to a vehicle including a chassis domain controller and at least two types of actuators. The chassis domain controller controls the at least two types of actuators, which belong to the chassis domain and perform different chassis control functions. The vehicle control method includes: the chassis domain controller acquiring actuator configuration information of the vehicle, the actuator configuration information including information about the at least two types of actuators; the chassis domain controller, in response to a control command for the vehicle, determining a vehicle control quantity based on a vehicle control objective, the vehicle control objective being related to the vehicle's characteristics, which indicate the vehicle's mechanical properties; the chassis domain controller determining a control component that each of the at least two types of actuators should implement based on the vehicle control quantity and the vehicle's actuator configuration information; and the chassis domain controller sending a reference signal to each of the at least two types of actuators, the reference signal being used to control the corresponding actuator to implement its intended control component.

[0006] In a first aspect, the control instruction is an instruction for controlling a vehicle. The control target is related to the vehicle characteristics of the vehicle, and the vehicle characteristics of the vehicle are used to indicate the mechanical quality of the vehicle. Among them, the mechanical quality includes the performance of the vehicle and the user experience brought by the mechanical structure of the vehicle. The better the mechanical quality, the better the performance of the vehicle and the user experience brought by the mechanical structure of the vehicle. Optionally, the control target characterizes the expected mechanical quality of the vehicle characteristics. Based on the control target, the expected mechanical quality of the vehicle characteristics in different motion states can be determined. For example, the vehicle characteristics include steering characteristics, and the control target includes that when the speed exceeds 80 kilometers per hour, the expected mechanical quality of the steering characteristics of the vehicle includes neutral steering. The vehicle control quantity is the control quantity of the vehicle. When controlling the vehicle according to the vehicle control quantity, the vehicle can both respond to the control instruction and achieve the control target. Therefore, the chassis domain controller responds to the control instruction for the vehicle, determines the vehicle control quantity of the vehicle based on the control target of the vehicle, and thus converts the control target of the vehicle into the vehicle control quantity.

[0007] The chassis domain controller and at least two actuators both belong to the vehicle. The chassis domain controller can be used to control at least two actuators, where the vehicle can be any vehicle. The actuator is a crucial component in vehicle control. The actuator is responsible for converting the signal sent by the electronic control unit (ECU) into an actual mechanical action, thereby achieving the precise operation of various vehicle functions. For example, the power actuator is an actuator for transmitting power. After receiving the signal sent by the ECU, the power actuator drives the vehicle forward by converting electrical energy or chemical energy into mechanical energy. Another example is that the steering actuator is an actuator for achieving steering, and the steering actuator can convert the signal sent by the ECU into the steering of the vehicle.

[0008] Since the control of the vehicle is achieved by controlling the actuators of the vehicle, after the chassis domain controller obtains the actuator configuration information including the information of at least two actuators and determines the vehicle control quantity of the vehicle, it further determines the control component that each actuator in the at least two actuators should achieve according to the vehicle control quantity and the actuator configuration information of the vehicle, and thus distributes the vehicle control quantity to the at least two actuators. Among them, the actuator configuration information includes the information of at least two actuators, and the information of the actuator includes at least one of the following: the types of at least two actuators, the quantity of each actuator, the layout of at least two actuators, the parameters of each actuator in the at least two actuators, and the control component of the actuator is the control quantity that the actuator should achieve.

[0009] After determining the control components to be implemented by each of at least two actuators, the chassis domain controller then sends a reference signal to each of the at least two actuators respectively, where the reference signal is used to control the corresponding actuator to implement its should-implement control component, so that the vehicle can achieve the control target through the coordinated control of at least two actuators.

[0010] In a possible implementation, before the chassis domain controller determines the vehicle's overall vehicle control quantity based on the vehicle's control target in response to a control instruction for the vehicle, the chassis domain controller determines the control target by performing the following steps: The chassis domain controller collects the characteristic data of the vehicle under the first condition, where the characteristic data is used to indicate the original vehicle characteristics of the vehicle, and the first condition includes that the vehicle's performance enhancement function is in the off state, and the performance enhancement function includes the rear-wheel steering function and / or the distributed drive function. The rear-wheel steering function includes the function of steering the vehicle based on the vehicle's rear wheels, and the distributed drive function includes driving the vehicle based on at least two power actuators, and the power actuator is used to provide power. The chassis domain controller constructs a dynamic model of the vehicle based on the characteristic data. The chassis domain controller updates the dynamic model of the vehicle based on the vehicle's performance enhancement function to obtain an updated dynamic model of the vehicle, and the updated dynamic model of the vehicle is used to describe the vehicle characteristics of the vehicle. The chassis domain controller determines the control target of the vehicle based on the updated dynamic model of the vehicle.

[0011] In this implementation, the mechanical quality shown by the vehicle when the performance enhancement function is turned on is the desired mechanical quality characterized by the control target. The chassis domain controller first collects the characteristic data of the vehicle when the performance enhancement function is in the off state, and then constructs a dynamic model of the vehicle based on the characteristic data, where the mechanical quality shown by the dynamic model is not the desired mechanical quality characterized by the control target. Then, based on the vehicle's performance enhancement function, the chassis domain controller updates the dynamic model of the vehicle to obtain an updated dynamic model of the vehicle, where the mechanical quality shown by the updated dynamic model of the vehicle is the desired mechanical quality characterized by the control target. Finally, the control target of the vehicle can be determined based on the updated dynamic model of the vehicle.

[0012] Since this implementation mode determines the control target based on the vehicle's dynamic model, the quantification of the control target can be achieved. That is, the control target can be represented by quantifiable parameters, which is conducive to determining the vehicle's overall control quantity and the control component of each actuator in at least two actuators based on the control target subsequently. Moreover, because the characteristic data indicates the original vehicle characteristics of the vehicle, where the original vehicle characteristics include the performance of the actuators when the performance enhancement function is in the off state, and the performance enhancement function includes the performance of the actuator for realizing the rear-wheel steering function and the performance of the power actuator, the characteristic data includes the configuration of the vehicle's actuators. Therefore, when the chassis domain controller determines the vehicle's control target based on this implementation mode, it can determine the control target based on the actuator configuration of the vehicle, and then different control targets can be defined for different actuator configurations.

[0013] In a possible implementation mode, the chassis domain controller determines the vehicle's control target based on the updated vehicle's dynamic model, including: the chassis domain controller determines the vehicle's control target based on the updated vehicle's dynamic model.

[0014] Since different vehicles have different mechanical qualities, determining the vehicle's control target based on the vehicle's dynamic model in the above implementation mode can obtain a control target adapted to the vehicle's own dynamic model for the vehicle's own dynamic model, making the defined control target accurate and improving the user's usage experience.

[0015] In some cases, the vehicle's current driving mode may also be used when determining the control target. Further, the vehicle may include one or more driving modes. Among them, the driving mode refers to the mode in which the vehicle provides different driving experiences and performance manifestations according to factors such as different road conditions, driving demands, and driving styles. The vehicle's current driving mode can be any driving mode. For example, the vehicle's driving modes include an economy mode, a standard mode, a snow mode, and an off-road mode. The specific driving modes included in the vehicle can be determined according to actual needs, and this application does not limit this.

[0016] In another possible implementation mode, the chassis domain controller determines the vehicle's control target based on the updated vehicle's dynamic model and the vehicle's current driving mode, where the vehicle's current driving mode belongs to one of at least two modes, and the performance of the vehicle in at least two modes is different. In this implementation mode, the control target is related to the driving mode. Since the mechanical qualities shown by the performance enhancement function are different in different driving modes, the expected mechanical qualities represented by the control target are also different in different driving modes. Therefore, the chassis domain controller determines the vehicle's control target based on the updated vehicle's dynamic model and the vehicle's current driving mode.

[0017] In one possible implementation, at least two modes include at least one of a performance mode and a comfort mode, wherein the control objectives of the vehicle in performance mode differ from those in comfort mode. Specifically, performance mode focuses on improving vehicle handling performance, while comfort mode focuses on improving vehicle ride comfort.

[0018] In one possible implementation, the original vehicle characteristics include steering characteristics, in which case the chassis domain controller can achieve the control target for the vehicle's steering characteristics through the coordinated control of at least two actuators.

[0019] In one possible implementation, the vehicle's control objective includes: vehicle motion state parameters; when the vehicle's motion state matches the motion state parameters, the vehicle's steering characteristics achieve the vehicle's control objective. Since the motion state parameters are quantifiable, this implementation, by representing the vehicle's control objective through quantifiable parameters, facilitates subsequent coordinated control of at least two actuators based on these quantifiable parameters, thereby enabling the vehicle's performance to achieve the control objective.

[0020] In one possible implementation, the chassis domain controller determines the control component that each of at least two types of actuators should implement based on the vehicle control variables and the vehicle's actuator configuration information. This includes: the chassis domain controller determining the performance of each of the at least two types of actuators based on the actuator configuration information; and the chassis controller determining the control component that each of the at least two types of actuators should implement based on the vehicle control variables in a manner that minimizes the degradation of vehicle performance caused by each of the at least two types of actuators.

[0021] Considering the varying performance of actuators under different motion states, if the performance of the actuator in the motion state corresponding to the control target is not taken into account when assigning control components to the actuator, the vehicle's performance may degrade due to actuator overload. For example, if a power actuator is subjected to a large control component (such as requiring it to output a large amount of power) when its performance is already low, it will overload the power actuator and further degrade its performance, potentially leading to overheating, unstable power output, and other issues. This performance degradation of the power actuator will consequently reduce the vehicle's power performance and energy consumption. Therefore, in this implementation, the chassis domain controller determines the control components that each of the at least two types of actuators should implement in a way that minimizes the performance degradation caused by each actuator, thereby reducing the impact of actuators on vehicle performance.

[0022] In one possible implementation, the chassis domain controller determines control commands based on at least one of the following: steering wheel angle command, accelerator pedal command, and brake command, wherein the steering wheel angle command, accelerator pedal command, and brake command can all be commands input by the driver through operation, and the chassis domain controller can respond to the driver's operation by responding to the control commands.

[0023] The chassis domain controller determines control commands based on the vehicle's driving environment, enabling it to control vehicle movement in response to these commands.

[0024] The chassis domain controller determines control commands based on the vehicle's motion state, enabling it to control vehicle movement by responding to these commands.

[0025] In one possible implementation, at least two actuators include: a power actuator for providing power, a suspension actuator, a brake actuator, and a steering actuator.

[0026] In this embodiment, at least two actuators include a power actuator, a suspension actuator, a brake actuator, and a steering actuator. In this case, the chassis domain controller enables the vehicle to achieve the control objective by coordinating the power actuator, suspension actuator, brake actuator, and steering actuator.

[0027] In one possible implementation, the physical quantities used to implement the control components of the power actuator include driving torque; the physical quantities used to implement the control components of the suspension actuator include at least one of the following: the stiffness of the vehicle's suspension, the damping of the suspension; the physical quantities used to implement the control components of the brake actuator include braking torque; and the physical quantities used to implement the control components of the steering actuator include steering torque or steering angle.

[0028] In this embodiment, the power actuator can achieve the control component it should achieve by controlling the driving torque; the suspension actuator can achieve the control component it should achieve by controlling at least one of the suspension stiffness and suspension damping; the brake actuator can achieve the control component it should achieve by controlling the braking torque; and the steering actuator can achieve the control component it should achieve by controlling the steering torque or the steering angle.

[0029] In one possible implementation, the vehicle control quantities include at least one of the following: lateral acceleration, velocity, yaw rate, and yaw moment.

[0030] In this embodiment, the chassis domain controller, in response to control commands, determines the vehicle's overall control quantities based on the vehicle's control objectives, including at least one of the following: lateral acceleration, speed, yaw rate, and yaw moment.

[0031] Secondly, embodiments of this application provide a chassis domain controller, which includes a unit that performs the first aspect or any of the embodiments described above.

[0032] Thirdly, embodiments of this application provide a chassis domain controller, which includes a processor and a memory. The memory provides storage space for storing computer instructions, and the processor invokes the computer instructions stored in the memory to execute the first aspect or any of the embodiments described above.

[0033] Fourthly, embodiments of this application provide a vehicle, which includes the domain controller described in the second aspect or the domain controller described in the third aspect.

[0034] Fifthly, embodiments of this application provide a computer-readable storage medium for storing a computer program, wherein when the computer program is executed, the first aspect or any of the embodiments described above is executed.

[0035] Sixthly, embodiments of this application provide a computer program product, which includes computer language code or computer instructions. When the computer program product is executed by a processor, the first aspect or any of the embodiments described above is performed.

[0036] The technical effects of the second to sixth aspects of this application can be found in the technical effects of the first aspect. Attached Figure Description

[0037] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the embodiments of this application will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0038] The accompanying drawings used in the description of the embodiments will be briefly introduced below.

[0039] Figure 1 is a schematic diagram of the hardware architecture of a chassis domain controller provided in an embodiment of this application;

[0040] Figure 2 is a schematic flowchart of a vehicle control method provided in an embodiment of this application;

[0041] Figure 3a is a schematic diagram of a vehicle dynamics model provided in an embodiment of this application;

[0042] Figure 3b is a schematic diagram of another vehicle dynamics model provided in an embodiment of this application;

[0043] Figure 3c is a schematic diagram of another vehicle dynamics model provided in an embodiment of this application;

[0044] Figure 4 is a schematic diagram of an architecture for collaborative control of at least two actuators provided in an embodiment of this application;

[0045] Figure 5 is a schematic diagram of the structure of a chassis domain controller provided in an embodiment of this application;

[0046] Figure 6 is a schematic diagram of another chassis domain controller provided in an embodiment of this application. Detailed Implementation

[0047] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described below with reference to the accompanying drawings.

[0048] The terms "first" and "second," etc., used in the specification, claims, and drawings of this application are used to distinguish different objects, not to describe a specific order. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or device that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to these processes, methods, products, or devices.

[0049] The term "embodiment" as used herein means that a specific feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment mutually exclusive with other embodiments. Those skilled in the art will explicitly and implicitly understand that, unless otherwise specified or logically conflicting, the terminology and / or descriptions between the various embodiments of this application are consistent and can be mutually referenced, and technical features in different embodiments can be combined to form new embodiments based on their inherent logical relationships.

[0050] It should be understood that in this application, "at least one (item)" means one or more, "more than one" means two or more, "at least two (items)" means two or three or more, and "and / or" is used to describe the relationship between related objects, indicating that there can be three relationships. For example, "A and / or B" can mean: only A exists, only B exists, and A and B exist simultaneously, where A and B can be singular or plural. The character " / " generally indicates that the related objects before and after are in an "or" relationship. "At least one (item) of the following" or similar expressions refer to any combination of these items, including any combination of single or plural items. For example, at least one (item) of a, b, or c can mean: a, b, c, "a and b", "a and c", "b and c", or "a and b and c", where a, b, and c can be single or multiple.

[0051] It should be noted that in this application, "send" can be understood as "output" and "receive" can be understood as "input". "Send information to A", where "to A" simply indicates the direction of information transmission, and A is the destination, does not limit "send information to A" to a direct transmission over the air interface. "Send information to A" includes sending information directly to A, as well as sending information indirectly to A through a transmitter. Therefore, "send information to A" can also be understood as "outputting information destined for A". Similarly, "receive information from A" indicates that the source of the information is A, including receiving information directly from A, as well as receiving information indirectly from A through a receiver. Therefore, "receive information from A" can also be understood as "inputting information from A".

[0052] Actuators are a crucial component of vehicle control. They convert signals from the ECU (Electronic Control Unit) into actual mechanical actions, enabling the precise operation of various vehicle functions. For example, a power actuator transmits power; upon receiving a signal from the ECU, it converts electrical or chemical energy into mechanical energy to propel the vehicle forward. A steering actuator, for instance, implements steering, converting signals from the ECU into steering inputs. Suspension actuators adjust suspension height and stiffness, adjusting vehicle posture and comfort by receiving signals from the ECU. Finally, brake actuators provide braking force; upon receiving a signal from the ECU, they output braking force to bring the vehicle to a stop.

[0053] In traditional vehicles, the actuators are often designed and operated relatively independently, lacking coordinated control with other actuators, leading to poor vehicle performance. For example, when a driver wants to overtake and change lanes at high speed, the power actuator, upon receiving an acceleration signal, increases power output to achieve acceleration. However, if the steering actuator only controls the vehicle's steering based on the driver's steering wheel input, without adjusting steering assist or steering angle in a timely manner according to changes in vehicle speed and power, understeer may occur. Therefore, in modern automotive technology, poor coordinated control of vehicle actuators has become one of the key factors restricting vehicle performance improvement.

[0054] Based on this, embodiments of this application provide a vehicle control method to achieve coordinated control of vehicle actuators, thereby improving vehicle performance. This vehicle control method is applied to a vehicle including a chassis domain controller and at least two types of actuators. The chassis domain controller controls at least two types of actuators, which perform different chassis control functions, and these actuators belong to a chassis domain. A chassis domain is a concept in automotive electronic architecture; it is a specific area that integrates chassis-related functions and systems, and includes at least two types of actuators. In one possible implementation, the chassis domain includes power actuators, steering actuators, brake actuators, and suspension actuators. It should be understood that the number of each type of actuator belonging to the chassis domain can be greater than or equal to one. For example, a power actuator may include one internal combustion engine and one electric motor, in which case the number of power actuators is two. Another example is a steering actuator that includes steering actuators for controlling the four wheels of the vehicle, in which case the number of steering actuators is four.

[0055] A chassis domain controller can be used to control at least two types of actuators belonging to the chassis domain. In one possible implementation, the chassis domain controller includes a microcontroller unit (MCU), and the MCU includes at least one core. For example, Figure 1 is a schematic diagram of the hardware architecture of a chassis domain controller provided in an embodiment of this application. As shown in Figure 1, the chassis domain controller includes the following three cores: Core 0, Core 1, and Core 2. Cores 0, 1, and 2 can be used to control actuators or to transmit data. For example, the at least two types of actuators include a power actuator, a steering actuator, a brake actuator, and a suspension actuator. Core 0 is used to control the power actuator and the steering actuator, Core 1 is used to control the brake actuator and the suspension actuator, and Core 2 is used to receive and send commands. Optionally, the chassis domain controller transmits data through the following communication methods: Controller Area Network (CAN) and Ethernet (ETH).

[0056] It should be understood that the number of cores in the chassis domain controller and the types of actuators controlled by the cores can be set according to actual needs, and this application does not limit this.

[0057] The chassis domain controller enables the vehicle to achieve control objectives by coordinating the control of at least two actuators belonging to the chassis domain, thereby improving vehicle performance. The following section details how the chassis domain controller performs coordinating control of at least two actuators belonging to the chassis domain.

[0058] Please refer to Figure 2, which is a schematic flowchart of a vehicle control method provided in an embodiment of this application.

[0059] 201. The chassis domain controller obtains the actuator configuration information of the vehicle, wherein the actuator configuration information includes information on at least two types of actuators.

[0060] In this embodiment, the vehicle can be any vehicle. For example, the vehicle is a sedan or a sport utility vehicle (SUV). Another example is a gasoline-powered vehicle or an electric vehicle. Based on the actuator configuration information, information about at least two actuators of the vehicle can be determined so that the at least two actuators can be coordinated for subsequent control. The actuator information includes at least one of the following: the types of at least two actuators, the number of each type of actuator, the layout of at least two actuators, and the parameters of each of the at least two actuators. For example, based on the types of at least two actuators, it can be determined that the at least two actuators include a power actuator, a brake actuator, a suspension actuator, and a steering actuator. Based on the number of each type of actuator, it can be determined that the number of steering actuators is four. Based on the layout of at least two actuators, it can be determined that the four steering actuators are respectively located at the four wheels of the vehicle. Based on the information of each actuator, it can be determined that the maximum output torque of the steering actuator is 80 Newton-meters (N·m) and the maximum steering angle of the steering actuator is 40 degrees.

[0061] In one possible implementation, the chassis domain controller includes a storage space containing actuator configuration information. The chassis domain controller obtains the actuator configuration information by reading the actuator configuration information from the storage space.

[0062] 202. The chassis domain controller responds to the control commands of the vehicle and determines the overall vehicle control quantity based on the vehicle's control objectives. The vehicle's control objectives are related to the vehicle's characteristics, which are used to indicate the vehicle's mechanical qualities.

[0063] In this embodiment, the control command is a command for controlling the vehicle. In one possible implementation, the control command is determined based on an operation command, which includes at least one of the following: a steering wheel angle command, an accelerator pedal command, and a brake command. For example, a driver can determine a steering wheel angle command by rotating the steering wheel, and then determine a control command to instruct the vehicle to turn based on the steering wheel angle command. Similarly, a driver can determine an accelerator pedal command by pressing the accelerator pedal, and then determine a control command to instruct the vehicle to accelerate based on the accelerator pedal command. Likewise, a driver can determine a brake pedal command by pressing the brake pedal, and then determine a control command to instruct the vehicle to brake based on the brake pedal command. In another possible implementation, the control command is determined based on the vehicle's driving environment. For example, if the driving environment determines that the vehicle is approaching a curve, a control command to instruct the vehicle to brake is determined to stabilize the vehicle and allow it to pass through the curve smoothly. Alternatively, if the driving environment determines that there is an obstacle in front of the vehicle, a control command to instruct the vehicle to brake is determined to allow the vehicle to avoid the obstacle. In another possible implementation, the control command is determined based on the vehicle's motion state. For example, if the vehicle's motion state indicates abnormal operation or a malfunction, then for safety reasons, control commands can be determined to instruct the vehicle to brake.

[0064] As an optional implementation, the chassis domain controller determines the control command before executing step 202. In one possible implementation, the chassis domain controller determines the control command based on at least one of the following: steering wheel angle command, accelerator pedal command, and brake command. In another possible implementation, the chassis domain controller determines the control command based on the vehicle's driving environment. In yet another possible implementation, the chassis domain controller determines the control command based on the vehicle's motion state.

[0065] In this embodiment, the control objective is related to the vehicle's characteristics, which indicate the vehicle's mechanical qualities. These mechanical qualities include the vehicle's performance and the user experience provided by its mechanical structure. Better mechanical qualities indicate better vehicle performance and a better user experience. Optionally, the control objective characterizes the desired mechanical qualities of the vehicle's characteristics. Based on the control objective, the desired mechanical qualities of the vehicle's characteristics under different motion states can be determined. For example, if vehicle characteristics include steering characteristics, the control objective includes a desired mechanical quality of neutral steering for the vehicle's steering characteristics at speeds exceeding 80 km / h.

[0066] Optionally, vehicle characteristics include steering characteristics, power characteristics, and braking characteristics. The mechanical qualities of a vehicle include the mechanical qualities of its steering characteristics, power characteristics, and braking characteristics. Specifically, the mechanical qualities of its steering characteristics include the performance of its steering features and the steering experience provided to the user by the vehicle's mechanical structure; the mechanical qualities of its power characteristics include the performance of its power features and the power experience provided to the user by the vehicle's mechanical structure; and the mechanical qualities of its braking characteristics include the performance of its braking features and the braking experience provided to the user by the vehicle's mechanical structure. The vehicle's performance included in these mechanical qualities can be at least one of the performance characteristics of its steering characteristics, power characteristics, and braking characteristics.

[0067] Optionally, the control objectives are determined based on the vehicle's configuration and actual needs. For example, if the vehicle is a sedan primarily focused on handling, then the control objectives might include maintaining neutral steering characteristics at speeds exceeding 80 km / h, ensuring the vehicle's roll angle never exceeds 3 degrees under any circumstances, and guaranteeing good tire contact with the ground to maximize tire grip and thus improve handling performance. As another example, if the vehicle is equipped with rear-wheel steering, the counter-steering of the rear wheels to the front wheels during cornering or parking reduces the turning radius, potentially allowing steering maneuvers that previously required more space to be easily performed in a more confined space. In such cases, the turning radius can be set to be smaller when determining the control objectives.

[0068] As an optional implementation, the vehicle control objective includes: vehicle motion state parameters, where the motion state parameters are physical quantities describing the vehicle's motion characteristics. These parameters can characterize the vehicle's desired mechanical properties. Optionally, the motion state parameters include velocity, acceleration, lateral acceleration, angular velocity, yaw acceleration, and yaw moment. When the vehicle's motion state and motion state parameters are matched, the vehicle achieves the control objective, and the vehicle's characteristics reach the desired mechanical properties. Optionally, matching the vehicle's motion state and motion state parameters includes the vehicle's motion parameters being the motion state parameters in the control objective. For example, the higher the vehicle's speed during turning, the greater its lateral acceleration. A greater lateral acceleration indicates a greater lateral force on the vehicle, thus increasing the probability of roll. Therefore, to ensure vehicle stability and safety during turning, the control objective is to reduce the probability of roll in the vehicle's turning characteristics. The control objective includes the following motion state parameters: when the vehicle turns at a speed exceeding 80 km / h, the vehicle's lateral acceleration does not exceed 0.4g, where g is the acceleration due to gravity. In this way, when the vehicle is turning at a speed of more than 80 kilometers per hour, by keeping the lateral acceleration of the vehicle below 0.4g, the probability of the vehicle tilting can be reduced, thereby improving the stability and safety of the vehicle when turning.

[0069] Since the motion state parameters are quantifiable, this implementation method allows the vehicle's control objectives to be represented by quantifiable parameters, which in turn facilitates the subsequent control of at least two actuators based on quantifiable parameters to achieve the vehicle's performance control objectives.

[0070] In this embodiment, the vehicle control quantity refers to the vehicle's control quantity. Controlling the vehicle according to the vehicle control quantity allows the vehicle to both respond to control commands and achieve control objectives. Since control commands cause changes in the vehicle's motion state, the vehicle's response to control commands alters its motion state. For example, if a control command instructs the vehicle to accelerate, its speed increases; conversely, if a control command instructs the vehicle to turn, its steering angle changes. As mentioned earlier, the desired mechanical qualities of the vehicle's characteristics under different motion states can be determined based on the control objective. Therefore, the chassis domain controller can determine the desired mechanical qualities of the vehicle in response to control commands based on the control objective, and further determine the vehicle's overall control quantity based on these desired mechanical qualities. For example, the chassis domain controller, responding to a control command, determines that the vehicle's desired speed is 81 km / h, and the control objective includes a desired mechanical quality of neutral steering characteristics for the vehicle's steering at speeds exceeding 80 km / h. Therefore, the desired mechanical quality includes neutral steering characteristics for the vehicle at a speed of 81 km / h.

[0071] Optionally, the vehicle control variables include at least one of the following: lateral acceleration, velocity, yaw rate, and yaw moment. In this case, the chassis domain controller converts the control target into at least one of the following by executing step 202: lateral acceleration, velocity, yaw rate, and yaw moment. This enables the conversion of the control target into quantifiable vehicle control variables.

[0072] 203. The chassis domain controller determines the control components that each of the at least two types of actuators should implement, based on the overall vehicle control quantities and the vehicle's actuator configuration information.

[0073] In this embodiment, the control component of the actuator is a component of the overall vehicle control quantity, and the control component of the actuator is a component of the overall vehicle control quantity that the actuator should achieve. For example, if the overall vehicle control quantity includes the vehicle speed, then the control component is a component of the vehicle speed, and the control quantity that the actuator should achieve includes a component of the vehicle speed.

[0074] Since the control quantity achieved by the actuator is determined by the actuator's output, and the actuator controls its output by controlling physical quantities, the actuator can achieve its desired control component by controlling physical quantities, including torque, force, current, and voltage. In one possible implementation, the physical quantity used to achieve the control component of the power actuator includes driving torque; that is, the power actuator can achieve its control component by controlling the driving torque. The physical quantity used to achieve the control component of the suspension actuator includes at least one of the following: the vehicle's suspension stiffness and suspension damping; that is, the suspension actuator can achieve its control component by controlling at least one of suspension stiffness and suspension damping. The physical quantity used to achieve the control component of the brake actuator includes braking torque; that is, the brake actuator can achieve its control component by controlling the braking torque. The physical quantity used to achieve the control component of the steering actuator includes steering torque or steering angle; that is, the steering actuator can achieve its control component by controlling the steering torque or steering angle.

[0075] Since vehicle control is achieved through the control of the vehicle's actuators, after determining the overall vehicle control quantity, the chassis domain controller further determines the control component that each of the at least two types of actuators should implement based on the overall vehicle control quantity and the vehicle's actuator configuration information. This allows the overall vehicle control quantity to be allocated to the at least two types of actuators. Thus, with each of the at least two types of actuators implementing the corresponding control component, the vehicle can achieve the overall vehicle control quantity, enabling the vehicle to both respond to control commands and achieve control objectives. Optionally, the chassis domain controller can determine the information of at least two types of actuators based on the actuator configuration information, and then determine the control component that each of the at least two types of actuators should implement based on the overall vehicle control quantity and the information of the at least two types of actuators.

[0076] In one possible implementation, the chassis domain controller determines the performance of each of at least two actuators based on actuator configuration information. Based on the overall vehicle control variables, it determines the control components that each of the at least two actuators should implement, in a manner that minimizes the degradation of vehicle performance caused by each of the at least two actuators.

[0077] Considering the varying performance of actuators under different motion states, if the performance of the actuators in the motion state corresponding to the control objective is not taken into account when assigning control components to the actuators, the vehicle's performance may degrade due to actuator overload. Therefore, to reduce the performance degradation caused by actuators, the chassis domain controller should consider the performance degradation of each actuator in the motion state corresponding to the control objective when assigning control components to each actuator based on the overall vehicle control quantity. Furthermore, it should determine the control components that each of the at least two types of actuators should implement, in a manner that minimizes the performance degradation of each actuator in at least two different types of actuators.

[0078] For example, based on the vehicle's actuator configuration information, it can be determined that the vehicle has at least two actuators, including a fuel engine and an electric power steering actuator. Based on the performance curve of the fuel engine, it is known that fuel economy decreases under low-speed, high-load climbing conditions. If the fuel engine drives the steering actuator, it will lead to increased vehicle energy consumption. However, under low-speed, high-load climbing conditions, the energy consumption of the electric power steering actuator does not increase. Therefore, if the motion state corresponding to the control objective corresponds to the motion state under low-speed, high-load climbing conditions, and the vehicle control variables include steering control variables, then when the chassis domain controller allocates steering control variables to the fuel engine and the electric power steering actuator, it can allocate more steering control variables to the electric power steering actuator and less to the fuel engine. This reduces the increase in vehicle energy consumption caused by the fuel engine.

[0079] As an optional implementation, the vehicle control quantity can be decomposed into control components for each of at least two actuators. That is, the vehicle control quantity can be obtained by adding the control components that each of the at least two actuators should achieve. For example, if the at least two actuators include a steering actuator and a suspension actuator, the vehicle control quantity includes: the vehicle traveling at a speed of 80 km / h. If the at least two actuators include one internal combustion engine and one electric motor, then the vehicle speed can be reached at 80 km / h by the internal combustion engine and the electric motor together. In this case, the sum of the control components of the internal combustion engine and the electric motor is 80 km / h, such as the control component of the internal combustion engine being 30 km / h and the control component of the electric motor being 50 km / h.

[0080] In this implementation, since the overall vehicle control quantity can be obtained by adding the control components that each actuator in the at least two actuators should implement, and each actuator executes its corresponding control component, each actuator can be decoupled in terms of achieving the overall vehicle control quantity. Furthermore, since the overall vehicle control quantity is determined based on the control objective, each actuator can also be decoupled in terms of achieving the control objective. Thus, if any of the at least two actuators changes, the overall vehicle control quantity can be achieved through the changed at least two actuators by re-determining the control components of each actuator based on the overall vehicle control quantity, thereby enabling the vehicle to achieve the control objective.

[0081] The changes to at least two actuators include the following three scenarios: adding actuators, reducing actuators, and replacing actuators. For each of these scenarios, see the following example: Before the change, the at least two actuators include a power actuator, a steering actuator, and a suspension actuator. If the vehicle control quantity includes lateral acceleration, then by decomposing the lateral acceleration into control components for the power actuator, the steering actuator, and the suspension actuator, the vehicle can achieve overall vehicle control by implementing the corresponding control components for each actuator.

[0082] If at least two actuators include a newly added electronic stabilizer bar actuator, then the modified at least two actuators include a power actuator, a steering actuator, a suspension actuator, and an electronic stabilizer bar actuator. The electronic stabilizer bar actuator can improve vehicle stability by providing lateral forces. In this case, the lateral acceleration is decomposed into control components for the power actuator, the steering actuator, the suspension actuator, and the electronic stabilizer bar actuator. This allows for overall vehicle control by implementing the corresponding control components for each of the power actuator, steering actuator, suspension actuator, and electronic stabilizer bar actuator.

[0083] If at least two actuators are reduced in power actuators, then the changed at least two actuators include suspension actuators and steering actuators. In this case, lateral acceleration is decomposed into control components for the suspension actuators and control components for the steering actuators. Thus, by implementing the corresponding control components for the suspension actuators and steering actuators respectively, the vehicle can achieve overall vehicle control.

[0084] If at least two actuators are replaced, including the power actuator, the steering actuator, and the replaced suspension actuator, then the lateral acceleration is decomposed into control components for the power actuator, the steering actuator, and the replaced suspension actuator. This allows for overall vehicle control by implementing corresponding control components for each of the power actuator, steering actuator, and replaced suspension actuator.

[0085] This example demonstrates that for the three changes of adding, removing, or replacing actuators, the vehicle can achieve overall vehicle control by redefining the control components of each of the at least two changed actuators. This improves the scalability of the vehicle's actuators. Furthermore, even if at least two actuators change, provided the control target remains unchanged, only the actuators with changed control components need to be recalibrated based on the changed control components. This eliminates the need to recalibrate each of the at least two changed actuators based on the control target, thereby improving the efficiency of actuator calibration for achieving the control target.

[0086] 204. The chassis domain controller sends a reference signal to each of at least two types of actuators, wherein the reference signal is used to control the corresponding actuator to achieve the control component it is supposed to achieve.

[0087] The chassis domain controller can control each actuator to achieve its intended control component by sending a reference signal to each actuator. In this way, with each actuator achieving its intended control component, the vehicle can achieve overall vehicle control, thereby achieving the control objective while responding to control commands. Optionally, each of the at least two types of actuators is controlled through a corresponding software module, and the software module for controlling each of the at least two types of actuators is integrated into the chassis domain controller. Thus, the chassis domain controller can send reference signals to the corresponding actuator through the software module for controlling each of the at least two types of actuators.

[0088] In this embodiment, the vehicle includes a chassis domain controller and at least two types of actuators, wherein the at least two actuators belong to the chassis domain and are used to perform different chassis control functions. The chassis domain controller responds to the vehicle's control commands and determines the vehicle's overall control quantity based on the vehicle's control objective, thereby quantifying the vehicle's control objective into an overall vehicle control quantity. The chassis domain controller then determines the control component that each of the at least two actuators should implement based on the overall vehicle control quantity and the vehicle's actuator configuration information, thereby quantifying the vehicle's control objective into a control component for each of the at least two actuators. Finally, the chassis domain controller sends a reference signal to each of the at least two actuators, enabling the vehicle to achieve the control objective, wherein the reference signal is used to control the corresponding actuator to implement its intended control component.

[0089] On the one hand, the chassis domain controller enables the vehicle to achieve its control objective by sending reference signals to each of the at least two types of actuators. This allows for coordinated control of the at least two types of actuators to achieve the control objective, thereby improving the effectiveness of the control objective. On the other hand, since the reference signals for each of the at least two types of actuators are sent by the chassis domain controller, there is no need for communication between the actuators themselves, and there is no communication delay between them. Furthermore, since each of the at least two types of actuators implements its own control component, each actuator operates independently during the process of achieving the vehicle's control objective, thus achieving decoupling of the actuators.

[0090] As an optional implementation, before executing step 202, the chassis domain controller determines the vehicle's control objective by performing the following steps:

[0091] 301. The chassis domain controller collects the characteristic data of the vehicle under the first condition.

[0092] In this embodiment, the feature data is used to indicate the original vehicle characteristics, which include the vehicle characteristics under a first condition. The first condition includes the vehicle's performance enhancement functions being disabled. These performance enhancement functions include rear-wheel steering and / or distributed drive functions. The rear-wheel steering function includes steering based on the rear wheels of the vehicle, and the distributed drive function includes driving the vehicle based on at least two power actuators. In other words, the feature data includes the vehicle characteristics when at least one of the rear-wheel steering and distributed drive functions is disabled. In one possible implementation, the chassis domain controller obtains the feature data by collecting the vehicle characteristics exhibited by the vehicle while driving under the first condition.

[0093] Optionally, the feature data includes: mass, center of gravity position, wheelbase, track width, overall dimensions, characteristics of the power actuator, tire characteristics, type of suspension actuator, parameters of the suspension actuator, and characteristics of the brake actuator, wherein the parameters of the suspension actuator include the spring stiffness coefficient and the suspension damping coefficient.

[0094] 302. The chassis domain controller constructs a dynamic model of the vehicle based on feature data.

[0095] A vehicle dynamics model is a mathematical model used to describe the changes in a vehicle's motion under various driving conditions. A dynamics model can simulate a vehicle's acceleration and deceleration while driving in a straight line, yaw and roll during cornering, and vertical bouncing when encountering road bumps. The dynamics model is constructed based on physical principles such as Newton's laws of motion, taking into account the vehicle's characteristics. Specifically, it is constructed by establishing a series of equations to represent the relationship between various forces (such as driving force, drag, lateral force, friction, braking force, etc.) and torques acting on the vehicle and its motion states (such as velocity, acceleration, yaw rate, lateral acceleration, etc.).

[0096] In one possible implementation, the chassis domain controller decomposes the vehicle's motion into motions along the lateral axis (including forward and backward movement), along the longitudinal axis (including left and right translation), along the vertical axis (including vertical hopping), around the lateral axis (including roll), around the longitudinal axis (including pitch), and around the vertical axis (including yaw). Then, for each motion, based on the vehicle's characteristic data, Newton's second law, and Euler's equations, the forces and torques acting on the vehicle are analyzed, thus constructing a dynamic model of the vehicle.

[0097] Optionally, Figures 3a, 3b, and 3c are schematic diagrams of the vehicle dynamics model provided in the embodiments of this application. The vehicle dynamics model will be explained below in conjunction with Figures 3a, 3b, and 3c. Figure 3a is a schematic diagram of a vehicle dynamics model provided in an embodiment of this application. In Figure 3a, the dynamics model includes four wheels of the vehicle, labeled 11, 12, 21, and 22, where 11 represents the left front wheel, 12 represents the right front wheel, 21 represents the left rear wheel, and 22 represents the right rear wheel. The distance between the front wheels of the left and right front wheels is t. f The distance between the left and right rear wheels is t. r The distance from the left wheel to the vehicle's center of gravity is *a*, and the distance from the right wheel to the vehicle's center of gravity is *b*. The lateral force acting on the vehicle's center of gravity is *F*. x The longitudinal force acting on the vehicle's center of gravity is F. y The torque on the vehicle's center of mass is M. zWherein, the lateral force is the force along the horizontal axis, and the longitudinal force is the force along the vertical axis, M z The direction is counterclockwise.

[0098] Figure 3a also shows the forces and steering angles of each wheel. Specifically, F x,11 F represents the lateral force acting on the left front wheel. y,11 This represents the longitudinal force acting on the left front wheel. F x,MF,11 F represents the component of the lateral force acting on the vehicle's center of gravity that is transmitted to the left front wheel. y,MF,11 This represents the component of the longitudinal force acting on the vehicle's center of gravity that is transmitted to the left front wheel. δ 11 This indicates the steering angle of the left front wheel. F x,12 F represents the lateral force acting on the right front wheel. y,12 This represents the longitudinal force acting on the right front wheel. F x,MF,12 F represents the component of the lateral force acting on the vehicle's center of gravity that is transmitted to the right front wheel. y,MF,12 This represents the component of the longitudinal force acting on the vehicle's center of gravity that is transmitted to the right front wheel. δ 12 This indicates the steering angle of the right front wheel. F x,21 F represents the lateral force acting on the left rear wheel. y,21 This represents the longitudinal force acting on the left rear wheel. F x,22 F represents the lateral force acting on the right rear wheel. y,22 This indicates the longitudinal force acting on the right rear wheel.

[0099] Figure 3b is a schematic diagram of another vehicle dynamics model provided in an embodiment of this application. This dynamics model includes four wheels, hub motors for each wheel, a front wheel steering actuator (i.e., front wheel steering in Figure 3b), a rear wheel steering actuator (i.e., rear wheel steering in Figure 3b), and the vehicle's center of gravity. In Figure 3b, each hub motor corresponds to one wheel, and the hub motors are mounted on the wheels. The lateral acceleration of the vehicle's center of gravity is ax, and the longitudinal acceleration is ay. β / Ψ represents the angle between the velocity direction of the vehicle's center of gravity and the positive direction of the vehicle's lateral axis. Figure 3b also shows that the direction of the torque acting on the vehicle's center of gravity is counterclockwise.

[0100] Figure 3b also shows the forces and steering angles of each wheel. Specifically, F xfl F represents the lateral force acting on the left front wheel. yfl F represents the longitudinal force acting on the left front wheel, and δf represents the steering angle of the left front wheel. xfr F represents the lateral force acting on the right front wheel. yfr F represents the longitudinal force acting on the right front wheel, and δf represents the steering angle of the right front wheel. xrl F represents the lateral force acting on the left rear wheel. yrl F represents the longitudinal force acting on the left rear wheel, and δr represents the steering angle of the left rear wheel.xrr F represents the lateral force acting on the right rear wheel. yrr The force on the right rear wheel is represented by δr, and the steering angle of the right front wheel is represented by δr. In Figure 3b, the steering angles of the left and right front wheels can be controlled by the front wheel steering actuator, and the steering angles of the left and right rear wheels can be controlled by the rear wheel steering actuator.

[0101] Figure 3c is a schematic diagram of another vehicle dynamics model provided in an embodiment of this application. This dynamics model includes two wheels, hub motors for each wheel, a suspension, springs, and the vehicle's center of gravity. In Figure 3c, each hub motor corresponds to one wheel and is mounted on a wheel. One end of each spring is connected to a connecting component mounted on the chassis, and the other end is connected to the vehicle body. One end of the suspension is connected to the chassis, and the other end is connected to the vehicle body. In Figure 3c, y represents the longitudinal axis, and z represents the vertical axis. The roll angle, h, represents the vehicle's roll angle. s This indicates the displacement of the suspension along the vertical axis. This represents the angular velocity of the suspension rotating about its center of mass, as shown in Figure 3c. The direction of the suspension's rotation about its center of mass is clockwise. This indicates the damping coefficient of the suspension. B represents the stiffness coefficient of the spring. i This indicates the wheelbase between the two wheels.

[0102] 303. The chassis domain controller updates the vehicle's dynamics model based on the vehicle's performance enhancement function to obtain an updated vehicle dynamics model, wherein the updated vehicle dynamics model is used to describe the vehicle's characteristics.

[0103] In this implementation, the mechanical properties exhibited by the vehicle when the performance enhancement function is activated are the desired mechanical properties represented by the control target. Therefore, the chassis domain controller can activate the performance enhancement function of the dynamic model and update the parameters of the dynamic model after the performance enhancement function is activated to obtain an updated vehicle dynamic model. The parameters of the dynamic model include the vehicle's motion state parameters. The updated vehicle dynamic model is used to describe the vehicle's characteristics, and the mechanical properties of the updated vehicle dynamic model match the desired mechanical properties of the vehicle.

[0104] In one possible implementation, the chassis domain controller needs to determine whether to enable the performance enhancement feature before enabling it. The following will describe in detail how the chassis domain controller determines whether to enable the performance enhancement feature.

[0105] On the one hand, since both rear-wheel steering and distributed drive functions can improve the mechanical qualities of a vehicle's steering characteristics, performance enhancement functions can also improve these mechanical qualities. Therefore, when a vehicle's needs include improving the mechanical qualities of its steering characteristics, the performance enhancement function can be activated. On the other hand, implementing performance enhancement functions requires the use of vehicle components. If these components malfunction or experience performance degradation, the vehicle may be unable to implement the performance enhancement function. Therefore, the performance enhancement function should only be activated if the vehicle can support its implementation. Based on these two aspects, the chassis domain controller determines that the vehicle's performance enhancement function is activated when the following three conditions are met: 1. The vehicle has selected to activate the performance enhancement function; 2. The vehicle has a need to improve the mechanical qualities of its steering characteristics; 3. The vehicle can support the implementation of the performance enhancement function. After determining that the vehicle's performance enhancement function is activated, the chassis domain controller determines the vehicle's motion state parameters based on the updated vehicle dynamics model and uses these motion state parameters as the vehicle's control target. This allows the vehicle to achieve the performance enhancement function by meeting the control target.

[0106] Optionally, the vehicle may be equipped with a switch for selecting whether to enable the performance enhancement function. For example, the vehicle may include an in-vehicle terminal whose display interface includes a virtual switch for enabling the performance enhancement function. Alternatively, the vehicle may include a physical switch for enabling the performance enhancement function.

[0107] Optionally, the switch for activating the performance enhancement function is the same as the switch for activating the driving mode. Similarly, activating the driving mode allows you to select and activate the performance enhancement function. For example, a vehicle may include one or more driving modes, and the vehicle may have a switch for activating each driving mode, such as a switch within the terminal's display interface or a switch on the vehicle's center console. Activating the driving mode switch allows you to select and activate the corresponding driving mode, and consequently, the performance enhancement function can be selected and activated.

[0108] Optionally, since performance mode focuses on improving vehicle handling performance, and enhancing steering characteristics improves handling, whether the vehicle's current driving mode is in performance mode can be used as a criterion for determining whether the second condition mentioned above is met. Specifically, if the vehicle's current driving mode is in performance mode, the second condition is determined to be met; if the vehicle's current driving mode is not in performance mode, the second condition is determined not to be met. Optionally, performance mode includes sport mode.

[0109] Optionally, since vehicles are prone to body roll and loss of control when turning at large angles at high speeds, improving the mechanical qualities of the vehicle's steering characteristics can reduce the probability of body roll and thus the probability of loss of control, thereby improving safety. Therefore, there is a need to improve the mechanical qualities of steering characteristics when a vehicle is turning at large angles at high speeds. Considering that vehicles may travel at high speeds for short periods during operation, and the need for improving the mechanical qualities of steering characteristics is not significant in such cases, the presence or duration of high-speed steering can be used as a criterion for determining whether the second condition mentioned above is met.

[0110] In this embodiment, the chassis domain controller determines whether the vehicle's turning angle is large based on an angle threshold, thereby determining whether the vehicle is making a large-angle turn. Specifically, if the vehicle's turning angle is greater than the angle threshold, it indicates a large turning angle, and the vehicle is determined to be making a large-angle turn; conversely, if the vehicle's turning angle is less than or equal to the angle threshold, it indicates a small turning angle, and the vehicle is determined to be making a small-angle turn. The chassis domain controller determines whether the vehicle's speed is high based on a speed threshold. Specifically, if the vehicle's speed is greater than the speed threshold, it indicates a high speed; conversely, if the vehicle's speed is less than or equal to the speed threshold, it indicates a low speed. The chassis domain controller determines whether the duration of a high speed is long based on a duration threshold. Specifically, if the duration of a speed greater than the speed threshold is greater than the duration threshold, it indicates a long duration of high speed; conversely, if the duration of a speed less than or equal to the speed threshold is less than or equal to the duration threshold, it indicates a short duration of high speed.

[0111] Therefore, if the vehicle speed is greater than the speed threshold for a duration greater than the duration threshold, and the vehicle's turning angle is greater than the turning angle threshold, the chassis domain controller determines that the second condition is met; otherwise, it determines that the second condition is not met.

[0112] Optionally, implementing the performance enhancement function requires using sensors to detect the state of each of at least two types of actuators. Therefore, if the sensor malfunctions, the performance enhancement function may not be able to function properly. Thus, the presence or absence of a faulty sensor used to detect the state of each of the at least two types of actuators can be used as a criterion for determining whether the third condition mentioned above is met.

[0113] Optionally, performance enhancement functions are implemented through components deployed in the chassis. Therefore, the chassis performance is the foundation for realizing these enhancement functions, and these components include mechanical structures and electronic devices. Thus, the chassis domain controller uses the chassis's performance to support the performance enhancement functions as the basis for determining whether the third condition mentioned above is met. For example, if all sensors installed in the chassis are operating normally, it indicates that the chassis performance can support the performance enhancement functions; conversely, if any sensors installed in the chassis are operating abnormally, it indicates that the chassis performance cannot support the performance enhancement functions.

[0114] In another possible implementation, after enabling the performance enhancement feature, the chassis domain controller needs to determine whether to disable it. The following will describe in detail how the chassis domain controller determines whether to disable the performance enhancement feature.

[0115] Based on the preceding description of the conditions required to activate the performance enhancement function, the chassis domain controller determines that the vehicle's performance enhancement function is activated if the following three conditions are met: 1. The vehicle has selected to activate the performance enhancement function; 2. The vehicle has a mechanical requirement to improve steering characteristics; 3. The vehicle is capable of supporting the performance enhancement function. Conversely, the chassis domain controller determines that the performance enhancement function is deactivated if any one of the following three conditions is not met: 1. The vehicle has selected to activate the performance enhancement function; 2. The vehicle has a mechanical requirement to improve steering characteristics; 3. The vehicle is capable of supporting the performance enhancement function.

[0116] Optionally, the vehicle may include a switch to disable the performance enhancement function. For example, the vehicle may include an in-vehicle terminal whose display interface includes a virtual switch for disabling the performance enhancement function. Alternatively, the vehicle may include a physical switch for disabling the performance enhancement function.

[0117] Optionally, the switch for disabling performance enhancement features is the same as the switch for disabling driving modes. Similarly, disabling driving modes disables performance enhancement features. For example, a vehicle may have one or more driving modes, and each mode may have a switch for disabling it, such as one displayed on the terminal or on the vehicle's center console. Disabling driving modes disables the corresponding driving mode, and consequently, disables performance enhancement features.

[0118] Optionally, since there is a conflict between chassis stability function and improved steering characteristics, whether the vehicle's chassis stability function is activated can be used as a basis for determining whether the second condition mentioned above is met. Chassis stability function includes functions implemented through the anti-lock braking system (ABS), the traction control system (TCS), and the electronic stability control system (ESC). Specifically, if the chassis stability function is activated, it is determined that the second condition is not met.

[0119] 304. The chassis domain controller determines the vehicle's control objectives based on the updated vehicle dynamics model.

[0120] Since the updated vehicle dynamics model matches the desired mechanical properties of the vehicle, the chassis domain controller determines the vehicle's control objectives based on the updated vehicle dynamics model, enabling the control objectives to characterize the desired mechanical properties of the vehicle.

[0121] In one possible implementation, the vehicle's driving mode is associated with a performance enhancement function. When the performance enhancement function is activated, the vehicle's driving mode is also activated. For example, if the performance enhancement function can be selectively activated by selecting the vehicle's driving mode, the driving mode is associated with the performance enhancement function. Since the performance enhancement function exhibits different mechanical qualities in different driving modes, the desired mechanical qualities represented by the control objective also differ in different driving modes. Therefore, the chassis domain controller determines the vehicle's control objective based on the updated vehicle dynamics model and the vehicle's current driving mode. The vehicle may have one or more driving modes. If the vehicle has only one driving mode, the current driving mode is that driving mode. Therefore, the chassis domain controller determines the vehicle's control objective based on the updated vehicle dynamics model and the vehicle's current driving mode. For example, if the vehicle includes a comfort mode, the chassis domain controller determines the vehicle's control objective based on the updated vehicle dynamics model and the comfort mode. If the vehicle has at least two driving modes, the vehicle's current driving mode belongs to one of at least two modes, where the vehicle's performance differs between the at least two modes.

[0122] Optionally, at least two modes include at least one of a performance mode and a comfort mode, wherein the performance mode focuses on improving the vehicle's handling performance, while the comfort mode focuses on improving the vehicle's ride comfort. Therefore, the control objectives of the vehicle in performance mode are different from those in comfort mode.

[0123] In one possible scenario, when the driver is driving the vehicle, the chassis domain controller determines the control objective based on the driving mode currently selected by the driver, then determines the control component of each of at least two actuators based on the control objective, and controls each of the at least two actuators based on the control component of each of the at least two actuators, so that the vehicle achieves the control objective corresponding to the currently selected driving mode.

[0124] It should be understood that a vehicle's driving mode and performance enhancement functions may also be unrelated; that is, activating performance enhancement functions is independent of activating the driving mode. For example, selecting the switch to activate performance enhancement functions is different from selecting the switch to activate the driving mode. In this case, the control objective is unrelated to the driving mode, and therefore the chassis domain controller can determine the vehicle's control objective based on the updated vehicle dynamics model.

[0125] In this implementation, after collecting characteristic data of the vehicle with performance enhancement functions disabled, the chassis domain controller constructs a dynamic model of the vehicle based on the characteristic data. Then, based on the vehicle's performance enhancement functions, the dynamic model is updated to obtain an updated dynamic model. Finally, the vehicle's control objective can be determined based on the updated dynamic model. Since this implementation determines the control objective based on the vehicle's dynamic model, the control objective can be quantified, meaning it can be represented by quantifiable parameters. Furthermore, because the characteristic data indicates the vehicle's original characteristics, including the performance of the actuators when performance enhancement functions are disabled (performance enhancement functions include the performance of the actuators implementing rear-wheel steering and the power actuators), the characteristic data includes the configuration of the vehicle's actuators. Therefore, the chassis domain controller, based on this implementation, can determine the vehicle's control objective based on the vehicle's actuator configuration, and thus define different control objectives for different actuator configurations.

[0126] As an optional implementation, after determining the control objective through steps 301 to 304, the chassis domain controller, based on steps 202 to 204, implements coordinated control of at least two types of actuators, thereby enabling the vehicle to achieve performance enhancement. That is, after the performance enhancement function is activated, the chassis domain actuators determine the control component that each of the at least two actuators should achieve to realize the performance enhancement function, and send a reference signal to each actuator to enable each actuator to achieve the corresponding control component. However, considering that directly converting each actuator from the control quantity before the performance enhancement function is activated to the required control component might be abrupt, leading to vehicle instability, the chassis domain controller sends a reference signal to each of the at least two actuators to control the corresponding actuator to increase the control quantity to its required control component in a uniform manner.

[0127] For example, at least two actuators include a steering actuator. Before the performance enhancement function is activated, the steering actuator's control quantity is 10 degrees, meaning the vehicle's steering angle is 10 degrees. After the performance enhancement function is activated, the steering actuator should achieve a control quantity of 25 degrees, meaning the vehicle's steering angle needs to increase from 10 degrees to 25 degrees. If the vehicle's steering angle suddenly increases from 10 degrees to 25 degrees, it may cause the vehicle to make sharp turns, leading to a decrease in comfort and safety. Therefore, the chassis domain controller sends a reference signal to the steering actuator to control the steering actuator to increase the control quantity from 10 degrees to 25 degrees in a uniform manner.

[0128] It should be understood that the magnitude of the uniformly increasing rate can be determined according to actual needs, and this application does not limit it.

[0129] As an optional implementation, after the performance enhancement function is turned off, the control quantity of each of the at least two types of actuators needs to be adjusted to the control quantity used in response to control commands. This requires reducing the control quantity of each actuator from a control component to the control quantity used in response to control commands. However, considering that directly converting each actuator from a control component to a control quantity used in response to control commands might be abrupt and could lead to vehicle instability, the chassis domain controller sends an exit signal to each of the at least two types of actuators to control the corresponding actuator to reduce its control quantity to the control quantity used in response to control commands in a uniform manner, in order to ensure a smooth deactivation of the performance enhancement function.

[0130] For example, at least two actuators include a steering actuator. If the control command indicates a steering angle of 10 degrees, then the steering actuator's control quantity in response to the control command is 10 degrees. If the performance enhancement function is enabled, the steering actuator's control quantity is 25 degrees, meaning the vehicle's steering angle is 25 degrees when the performance enhancement function is enabled. If the performance enhancement function is disabled, the vehicle's steering angle needs to be reduced from 25 degrees to 10 degrees, and correspondingly, the steering actuator's control quantity needs to be reduced from 25 degrees to 10 degrees. If the steering actuator's control quantity suddenly decreases from 25 degrees to 10 degrees, it may cause the vehicle to make a sharp turn, leading to a decrease in comfort and safety. Therefore, the chassis domain controller sends an exit signal to the steering actuator to control the steering actuator to reduce the control quantity from 25 degrees to 10 degrees in a uniform manner.

[0131] It should be understood that the magnitude of the uniformly decreasing rate can be determined according to actual needs, and this application does not limit it.

[0132] Optionally, when the performance enhancement function is activated, the vehicle's motion state may change. This change in motion state will cause a change in the vehicle's control objective, which in turn will cause a change in the control component of each of at least two actuators. Therefore, the chassis domain controller can detect the vehicle's motion state parameters through sensors installed in the vehicle and determine the vehicle's motion state based on these parameters.

[0133] Optionally, before the sensor transmits the acquired data to the chassis domain controller, the signal processing module determines whether the data acquired by the sensor is valid. Specifically, the data acquired by the sensor includes valid bits, and the signal processing module determines the validity of the data based on the valid bits. If the data acquired by the sensor is determined to be valid, the signal processing module can convert the unit of the data acquired by the sensor into a unit that can be processed by the chassis domain controller, and then transmit the converted data to the chassis domain controller.

[0134] Optionally, after obtaining the actuator status feedback from at least two types of actuators, the chassis domain controller can determine whether the actuator has achieved the control component it should achieve, and if it determines that the actuator has not achieved the corresponding control component, adjust the control component that the actuator should achieve. For example, if the steering actuator should achieve a control component of 15 degrees, but the steering actuator status fed back to the chassis domain controller is 13 degrees, the chassis domain controller can increase the control component that the steering actuator should achieve to make the steering actuator status closer to 15 degrees.

[0135] To better understand how the vehicle control method provided in this application embodiment achieves coordinated control of at least two actuators through steps 201, 301 to 304, and 202 to 204, please refer to Figure 4. Figure 4 is a schematic diagram of the architecture of coordinated control of at least two actuators provided in this application embodiment. In Figure 4, after the chassis domain controller constructs a vehicle dynamics model based on feature data indicating the original vehicle characteristics, it can construct the vehicle dynamics model based on the feature data. This process can be seen in step 302. After obtaining actuator configuration information and constructing the vehicle dynamics model, the chassis domain controller can determine the control target based on the actuator configuration information and the dynamics model. Specifically, after obtaining actuator configuration information, the chassis domain controller can determine that the vehicle includes rear-wheel steering and / or distributed drive functions based on the actuator configuration information, and can activate the vehicle's performance enhancement function based on the rear-wheel steering and / or distributed drive functions included in the vehicle. Then, based on the vehicle's performance enhancement function, the chassis domain controller updates the vehicle's dynamics model to obtain the updated vehicle dynamics model, and then determines the vehicle's control objective based on the updated vehicle dynamics model. The implementation of this process can be found in steps 303 and 304.

[0136] After determining the vehicle's control objective, the chassis domain controller, in response to the vehicle's control command, determines the overall vehicle control quantity based on the control objective, and then determines the control component of each of at least two actuators based on the overall vehicle control quantity. The process of determining the overall vehicle control quantity based on the vehicle's control objective in response to the vehicle's control command is described in step 202. In Figure 4, during the process of determining the control component of each of at least two actuators based on the overall vehicle control quantity, the chassis domain controller can utilize the original vehicle characteristics in the feature data. For example, if the original vehicle characteristics indicate a high center of gravity, the controller will place greater emphasis on roll stability when determining the control components of the suspension actuators and steering actuators, thereby reducing the probability of roll. Another example is if the original vehicle characteristics indicate a front-biased mass distribution, requiring the front wheels to bear a greater load. If the control components of the front and rear wheel actuators are not properly allocated, the front wheels may slip due to excessive load, affecting the vehicle's acceleration performance and stability. Therefore, the chassis domain controller determines the ratio of the control components controlling the front wheel steering actuators to the control components controlling the rear wheel steering actuators based on this characteristic, thereby improving the vehicle's stability.

[0137] As shown in Figure 4, at least two types of actuators include a front-wheel steering actuator, a rear-wheel steering actuator, at least two power actuators for implementing distributed drive functionality, a brake actuator, a suspension actuator, and other actuators. The at least two power actuators are used to implement distributed drive functionality. The other actuators include an electronic stabilizer bar actuator and an active spoiler actuator. The active spoiler actuator adjusts the vehicle's aerodynamic characteristics by controlling the spoiler angle to increase or decrease downforce, thereby improving vehicle stability and handling. After determining the control component of each of the at least two types of actuators, a reference signal is sent to each of the at least two types of actuators to control the corresponding actuator to achieve its intended control component, thus achieving coordinated control of the at least two types of actuators. As shown in Figure 4, the control components of different actuators are distinguished by different colors, and the sum of the control components of all actuators is the overall vehicle control quantity.

[0138] The methods of the embodiments of this application have been described in detail above. The apparatus of the embodiments of this application is provided below.

[0139] It should be understood that the division of units in the apparatus provided in the embodiments of this application is only a logical functional division. In actual implementation, they can be fully or partially integrated into a single physical entity, or they can be physically separated. Furthermore, the units in the apparatus can be implemented in the form of a processor calling software. For example, the apparatus includes a processor connected to a memory, which stores instructions. The processor calls the instructions stored in the memory to implement any of the above methods or to implement the functions of each unit of the apparatus. The processor is, for example, a general-purpose processor, such as a central processing unit (CPU), an MCU, or a microprocessor unit (MPU), and the memory is either internal to the apparatus or external to the apparatus.

[0140] Alternatively, the units in the device can be implemented as hardware circuits. The functionality of some or all of the units can be achieved through the design of these hardware circuits, which can be understood as one or more processors. For example, in one implementation, the hardware circuit is an application-specific integrated circuit (ASIC). The functionality of some or all of the above units is achieved through the design of the logical relationships between the components within the circuit. In another implementation, the hardware circuit can be implemented using a programmable logic device (PLD). Taking a field-programmable gate array (FPGA) as an example, it can include a large number of logic gates. The connection relationships between the logic gates are configured through a configuration file, thereby achieving the functionality of some or all of the above units.

[0141] In the embodiments of this application, each unit in the device may be one or more processors (or processing circuits) configured to implement the above methods, such as: CPU, MCU, graphics processing unit (GPU), neural network processing unit (NPU), tensor processing unit (TPU), deep learning processing unit (DPU), MPU, digital signal processor (DSP), ASIC, FPGA, or a combination of at least two of these processor forms.

[0142] Furthermore, the units in the above devices can be integrated in whole or in part, or they can be implemented independently. In one implementation, these units are integrated together as a system-on-chip (SOC). The SOC may include at least one processor for implementing any of the above methods or for implementing the functions of the units in the device. The at least one processor may be of different types, such as including a CPU and an FPGA, or including a CPU and an MCU, or including a CPU and a GPU, etc. Several possible devices are listed below.

[0143] Please refer to Figure 5, which is a schematic diagram of the structure of a chassis domain controller provided in an embodiment of this application. Optionally, the chassis domain controller 50 can be a standalone device, such as a processing unit. Alternatively, the chassis domain controller 50 can also be a component in a standalone device (such as a vehicle), such as a chip or integrated circuit. The chassis domain controller 50 is used to implement the aforementioned vehicle control method, such as the vehicle control method shown in Figure 2 and its possible implementations.

[0144] For example, the chassis domain controller 50 includes a communication unit 501 and further includes a processing unit 502. The communication unit 501 is used to perform one or more operations such as sending, receiving, and acquiring, while the processing unit 502 is used to perform one or more operations such as processing, determining, generating, calculating, and updating. It should be understood that the unit division here is only illustrative; in a specific implementation, some units may be combined together, or a single unit may be divided into multiple units.

[0145] In one possible design, the vehicle includes a chassis domain controller 50 and at least two types of actuators. The chassis domain controller 50 controls the at least two types of actuators, which belong to the chassis domain and perform different chassis control functions. A communication unit 501 acquires actuator configuration information for the vehicle. A processing unit 502 determines the overall vehicle control quantity based on the vehicle's control objectives in response to control commands to the vehicle. The processing unit 502 also determines the control component that each of the at least two actuators should implement based on the overall vehicle control quantity and the vehicle's actuator configuration information. The communication unit 501 further sends a reference signal to each of the at least two actuators.

[0146] In one possible implementation, the processing unit 502 is further configured to determine the vehicle's control objective by performing the following steps: acquiring characteristic data of the vehicle under a first condition, and constructing a dynamic model of the vehicle based on the characteristic data. The chassis domain controller updates the vehicle's dynamic model based on the vehicle's performance enhancement functions to obtain an updated vehicle dynamic model, which describes the vehicle's characteristics. Based on the updated vehicle dynamic model, the chassis domain controller determines the vehicle's control objective.

[0147] In one possible implementation, the processing unit 502 is used to determine the vehicle's control objective based on the updated vehicle dynamics model and the vehicle's current driving mode.

[0148] In one possible implementation, at least two modes include at least one of a performance mode and a comfort mode, wherein the control objective of the vehicle in the performance mode is different from that in the comfort mode.

[0149] In one possible implementation, the original vehicle characteristics include steering characteristics.

[0150] In one possible implementation, the vehicle control objective includes: vehicle motion state parameters, and when the vehicle's motion state matches the motion state parameters, the vehicle's steering characteristics achieve the vehicle control objective.

[0151] In one possible implementation, the processing unit 502 is used for:

[0152] Based on the actuator configuration information, determine the performance of each of at least two types of actuators;

[0153] The chassis controller determines the control components that each of the at least two actuators should perform, based on the overall vehicle control quantities, in a manner that minimizes the performance degradation of each actuator in the vehicle.

[0154] In one possible implementation, the processing unit 502 is further configured to determine a control command based on at least one of the following: a steering wheel angle command, an accelerator pedal command, and a brake command. Alternatively, the processing unit 502 may be configured to determine a control command based on the vehicle's driving environment or based on the vehicle's motion state.

[0155] In one possible implementation, at least two actuators include: a power actuator for providing power, a suspension actuator, a brake actuator, and a steering actuator.

[0156] In one possible implementation, the physical quantities used to implement the control components of the power actuator include driving torque; the physical quantities used to implement the control components of the suspension actuator include at least one of the following: the stiffness of the vehicle's suspension, the damping of the suspension; the physical quantities used to implement the control components of the brake actuator include braking torque; and the physical quantities used to implement the control components of the steering actuator include steering torque or steering angle.

[0157] In one possible implementation, the vehicle control quantities include at least one of the following: lateral acceleration, velocity, yaw rate, and yaw moment.

[0158] For a detailed description of the above embodiments, please refer to the foregoing description of the method embodiments.

[0159] Please refer to Figure 6, which is a schematic diagram of another chassis domain controller provided in an embodiment of this application. As shown in Figure 6, the chassis domain controller 60 can be an independent device, such as a processing unit. Alternatively, the chassis domain controller 60 can also be a component in an independent device (such as a vehicle), such as a chip or integrated circuit. The chassis domain controller 60 is used to implement the aforementioned vehicle control method, such as the vehicle control method shown in Figure 2 and its possible implementations.

[0160] The chassis domain controller 60 may include at least one processor 601 and a memory 603. Optionally, it may also include a communication interface 602. Further optionally, it may also include a connection line 604, wherein the processor 601, the communication interface 602 and / or the memory 603 are connected via the connection line 604, and / or communicate with each other via the connection line 604 to transmit control signals and / or data signals.

[0161] Wherein: Processor 601 is a module that performs arithmetic and / or logical operations, and may specifically include one or more of the following modules: CPU, MCU, application processor (AP), ECU, GPU, MPU, ASIC, image signal processor (ISP), DSP, FPGA, complex programmable logic device (CPLD), or coprocessor, etc.

[0162] The communication interface 602 can be used to provide information input or output to at least one processor, or to receive and / or transmit signals to externally transmitted signals. For example, the communication interface 602 may include interface circuitry. For instance, the communication interface 602 may include a wired link interface such as an Ethernet cable, or a wireless link interface (Wi-Fi, Bluetooth, general wireless transmission, vehicular short-range communication technology, and other short-range wireless communication technologies, etc.). Optionally, the communication interface 602 may also include a radio frequency transmitter, an antenna, etc. If the communication interface 602 includes an antenna, the number of antennas can be one or more.

[0163] As one possible design, if the chassis domain controller 60 is a standalone device, the communication interface 602 may include a receiver and a transmitter. The receiver and transmitter may be the same component or different components. When the receiver and transmitter are the same component, this component may be referred to as a transceiver.

[0164] As another possible design, if the chassis domain controller 60 is a chip or circuit, the communication interface 602 may include an input interface and an output interface, which may be the same interface or different interfaces.

[0165] Optionally, the functionality of the communication interface 602 can be implemented through transceiver circuitry or dedicated transceiver chips.

[0166] The memory 603 provides storage space, in which data such as the operating system and computer programs can be stored. The memory 603 can be one or a combination of several of the following: random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), or compact disc read-only memory (CD-ROM).

[0167] The functions and actions of each module or unit in the chassis domain controller 60 listed above are merely illustrative examples.

[0168] Each functional unit in the chassis domain controller 60 can be used to implement the aforementioned vehicle control method, such as the vehicle control method and its possible implementations shown in Figure 2.

[0169] Optionally, processor 601 may be a processor specifically designed to perform the aforementioned methods (for ease of distinction, referred to as a dedicated processor), or a processor that performs the aforementioned methods by calling a computer program (for ease of distinction, referred to as a dedicated processor). Optionally, at least one processor may include both dedicated processors and general-purpose processors.

[0170] Optionally, if the chassis domain controller 60 includes at least one memory 603, and the processor 601 implements the aforementioned vehicle control method by calling a computer program, the computer program may be stored in the memory 603.

[0171] This application also provides a chip, which includes logic circuitry and a communication interface. The communication interface is used to receive or transmit signals; the logic circuitry is used to receive or transmit signals through the communication interface. The chip is used to implement the aforementioned vehicle control method, such as the vehicle control method and its possible implementations shown in FIG2.

[0172] This application also provides a computer-readable storage medium storing instructions that, when executed on at least one processor (or chassis domain controller), implement the aforementioned vehicle control method, such as the vehicle control method and its possible implementations shown in Figure 2 and other embodiments.

[0173] This application also provides a computer program product, which includes computer instructions for implementing the aforementioned vehicle control method, such as the vehicle control method and its possible implementations shown in FIG2.

[0174] This application also provides a vehicle, which includes a chassis domain controller 50 or a chassis domain controller 60.

[0175] It should be understood that the aforementioned vehicles are vehicles in a broad sense, which can include transportation vehicles (such as commercial vehicles, passenger cars, motorcycles, flying cars, trains, etc.), industrial vehicles (such as forklifts, trailers, tractors, etc.), engineering vehicles (such as excavators, bulldozers, cranes, etc.), agricultural equipment (such as lawnmowers, harvesters, etc.). Similarly, robots can refer to automated guided vehicles (AGVs), walking and talking robots, service robots, and other types of robots.

[0176] It should be noted that, in the embodiments of this application, the words "exemplarily" or "for example" are used to indicate examples, illustrations, or explanations. Any embodiment or design scheme described as "exemplarily" or "for example" in this application should not be construed as being more preferred or advantageous than other embodiments or design schemes. Specifically, the use of the words "exemplarily" or "for example" is intended to present the relevant concepts in a specific manner.

[0177] It should be noted that, in the embodiments of this application, the words "exemplarily" or "for example" are used to indicate examples, illustrations, or explanations. Any embodiment or design scheme described as "exemplarily" or "for example" in this application should not be construed as being more preferred or advantageous than other embodiments or design schemes. Specifically, the use of the words "exemplarily" or "for example" is intended to present the relevant concepts in a specific manner.

[0178] In this embodiment, the names of information and devices are given exemplary purposes to facilitate understanding of the content of this solution. In specific implementations, their names may have other designs. Furthermore, the names of the same thing may also have different designs in different scenarios.

Claims

1. A vehicle control method, characterized in that, The vehicle control method is applied to a vehicle including a chassis domain controller and at least two types of actuators, wherein the chassis domain controller controls the at least two types of actuators, the at least two types of actuators belong to a chassis domain, and the at least two types of actuators are used to perform different chassis control functions, the method comprising: The chassis domain controller acquires the actuator configuration information of the vehicle, the actuator configuration information including information of the at least two types of actuators; The chassis domain controller responds to control commands to the vehicle and determines the overall vehicle control quantity based on the vehicle's control objectives. The vehicle's control objectives are related to the vehicle's characteristics, which are used to indicate the vehicle's mechanical properties. The chassis domain controller determines the control component that each of the at least two types of actuators should implement based on the vehicle control quantity and the vehicle's actuator configuration information; The chassis domain controller sends a reference signal to each of the at least two types of actuators, the reference signal being used to control the corresponding actuator to achieve the control component it is supposed to achieve.

2. The method according to claim 1, characterized in that, Before the chassis domain controller determines the overall vehicle control quantity based on the vehicle's control objective in response to a control command for the vehicle, the method further includes: The chassis domain controller collects characteristic data of the vehicle under a first condition. The characteristic data is used to indicate the original characteristics of the vehicle. The first condition includes the vehicle's performance enhancement function being turned off. The performance enhancement function includes rear-wheel steering function and / or distributed drive function. The rear-wheel steering function includes the function of steering the vehicle based on the rear wheels of the vehicle. The distributed drive function includes driving the vehicle based on at least two power actuators, which are used to provide power. The chassis domain controller constructs a dynamic model of the vehicle based on the feature data; The chassis domain controller updates the vehicle's dynamic model based on the vehicle's performance enhancement function to obtain an updated dynamic model of the vehicle, which is used to describe the vehicle's characteristics. The chassis domain controller determines the vehicle's control objective based on the updated vehicle dynamics model.

3. The method according to claim 2, characterized in that, The chassis domain controller determines the vehicle's control objectives based on the updated vehicle dynamics model, including: The chassis domain controller determines the control objective of the vehicle based on the updated dynamic model of the vehicle and the current driving mode of the vehicle, wherein the current driving mode of the vehicle belongs to at least two modes, and the performance of the vehicle is different in the at least two modes.

4. The method according to claim 3, characterized in that, The at least two modes include at least one of a performance mode and a comfort mode, wherein the control objective of the vehicle in the performance mode is different from the control objective of the vehicle in the comfort mode.

5. The method according to any one of claims 2 to 4, characterized in that, The original vehicle characteristics include steering characteristics.

6. The method according to any one of claims 1 to 5, characterized in that, The control objective of the vehicle includes: the motion state parameters of the vehicle, and when the motion state of the vehicle matches the motion state parameters, the steering characteristics of the vehicle achieve the control objective of the vehicle.

7. The method according to any one of claims 1 to 6, characterized in that, The chassis domain controller determines the control component that each of the at least two types of actuators should implement based on the vehicle control quantity and the vehicle's actuator configuration information, including: The chassis domain controller determines the performance of each of the at least two types of actuators based on the actuator configuration information; The chassis controller determines, based on the overall vehicle control quantity, the control component that each of the at least two actuators should execute, in a manner that minimizes the degradation of the vehicle's performance by each of the at least two actuators.

8. The method according to any one of claims 1 to 7, characterized in that, Before the chassis domain controller determines the overall vehicle control quantity based on the vehicle's control objective in response to a control command for the vehicle, the method further includes: The chassis domain controller determines the control command based on at least one of the following: steering wheel angle command, accelerator pedal command, and brake command; Alternatively, the chassis domain controller determines the control command based on the vehicle's driving environment; Alternatively, the chassis domain controller may determine the control command based on the vehicle's motion state.

9. The method according to any one of claims 1 to 8, characterized in that, The at least two actuators include: a power actuator for providing power, a suspension actuator, a brake actuator, and a steering actuator.

10. The method according to claim 9, characterized in that, The physical quantities used to implement the control component of the power actuator include driving torque; the physical quantities used to implement the control component of the suspension actuator include at least one of the following: the stiffness of the vehicle's suspension, the damping of the suspension; the physical quantities used to implement the control component of the brake actuator include braking torque; and the physical quantities used to implement the control component of the steering actuator include steering torque or steering angle.

11. The method according to any one of claims 1 to 10, characterized in that, The vehicle control quantities include at least one of the following: lateral acceleration, velocity, yaw rate, and yaw moment.

12. A chassis domain controller, characterized in that, The chassis domain controller includes a unit that performs the method as described in any one of claims 1 to 11.

13. A chassis domain controller, characterized in that, The chassis domain controller includes a processor and memory. The memory provides storage space for storing computer instructions. The processor is used to invoke computer instructions stored in the memory to execute the method as described in any one of claims 1 to 11.

14. A vehicle, characterized in that, The vehicle includes a domain controller as described in claim 12 or as described in claim 13.

15. A computer-readable storage medium, characterized in that, The computer-readable storage medium is used to store a computer program, which, when executed, performs the method as described in any one of claims 1 to 11.

16. A computer program product, characterized in that, The computer program product includes computer language code or computer instructions; When the computer program product is executed by a processor, the method described in any one of claims 1 to 11 is performed.

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