Automobile Chassis Integration Control via Cooperative Torque Coordination
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Solution Overview
Problem
Existing chassis integrated control systems for vehicles, particularly four-drive systems, face challenges in improving vehicle power, fuel economy, and steering stability due to lack of consideration for interactions and couplings between electronic control systems, resulting in suboptimal performance and compatibility issues.
Innovation Solution
A cooperative control method and system that integrates Engine Management System (EMS), four-drive controller, Electronic Stability Program (ESP), and Transmission Control Unit (TCU) through a CAN bus, coordinating engine torque limiting requests based on oil temperature, clutch disc temperature, and front-rear axle speed difference signals to optimize engine torque output and enhance vehicle performance.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Ease of manufacture
If individual electronic control systems are designed and developed separately by component manufacturers, then each control module can be independently developed and maintained, but the interaction and coupling between electronic control systems are not considered, resulting in potential mutual interferences and reduced vehicle performance
Solution Approach 1:
The patent establishes a chassis integrated control system that merges multiple independent control modules (engine management system, four-drive controller, ESP, TCU) into a unified coordination framework. The cooperative control unit integrates torque limiting requests from all subsystems and coordinates their interactions, ensuring that while each module can be independently developed, they work together harmoniously to achieve optimal vehicle performance and reliability.
2Device complexity
If conventional chassis integrated control strategies are used for two-wheel drive or hybrid vehicles, then control implementation is simplified, but the control of four-drive system torque controller and compatibility with other conventional system chassis electronic control systems becomes difficult, resulting in low vehicle power and fuel economy
Solution Approach 1:
The patent implements a dynamic control strategy where the cooperative control unit continuously receives and processes torque limiting requests from multiple subsystems in real-time. The system dynamically adjusts engine execution torque based on the maximum limiting request from any subsystem, enabling adaptive coordination that works effectively for both two-wheel drive and four-drive configurations without requiring fundamentally different control approaches.
Solution Approach 2:
The integrated control system is designed with universal applicability across different drive configurations. The same cooperative control unit and torque coordination mechanism serve both two-wheel drive and four-drive systems, as well as hybrid vehicles, by universally processing torque limiting requests from the engine management system, four-drive controller, ESP, and TCU regardless of the specific drive configuration.
3Reliability
If multiple subsystems independently control engine torque without coordination, then each subsystem can independently protect its own operating conditions, but the overall vehicle performance and fuel economy are reduced due to lack of cooperative control
Solution Approach 1:
The patent implements a feedback-based cooperative control mechanism where the cooperative control unit receives torque limiting requests from all subsystems (engine management system, four-drive controller, ESP, TCU) and uses this feedback information to determine the appropriate engine execution torque. The system continuously monitors the maximum limiting request and adjusts the executed torque accordingly, ensuring that subsystem protection requirements are met while optimizing fuel economy through coordinated control.
Data Source
AI summary
Provided are an automobile chassis integration control method and system. The control method includes the steps that: a cooperative control unit receives a first engine torque output by an EMS, a first engine torque limiting request output by a four-drive controller, a second engine torque limiting request output by an ESP, and a third engine torque limiting request output by a TCU from a CAN bus respectively; and the cooperative control unit cooperatively controls the first engine torque limiting request, the second engine torque limiting request, the third engine torque limiting request, and the first engine torque, and outputs a second engine torque as an engine execution torque.