CN120348307B

CN120348307B - Vehicle control method, integrated controller and vehicle

Info

Publication number: CN120348307B
Application number: CN202510848205.3A
Authority: CN
Inventors: 张建伟; 卢大鹏; 许科; 吴光勋; 刘静蓉
Original assignee: Chongqing Changan Automobile Co Ltd
Current assignee: Chongqing Changan Automobile Co Ltd
Priority date: 2025-06-24
Filing date: 2025-06-24
Publication date: 2025-09-02
Anticipated expiration: 2045-06-24
Also published as: CN120348307A

Abstract

The present invention relates to the field of vehicle control technology, and discloses a vehicle control method, an integrated controller and a vehicle. The present invention prioritizes ensuring that there is sufficient power to realize the vehicle's steering function when a fault in the vehicle's power supply system is detected, so that the vehicle can safely turn from the current driving route to the roadside, ensuring driving safety during the steering process, and ensures that there is as much power as possible to realize the vehicle's braking function, so that the vehicle can quickly brake at the roadside, ensuring driving safety during the braking process. Finally, the power distribution weight of the suspension actuator is determined, thereby reducing the power distribution of the suspension actuator at the expense of driving comfort, and prioritizing the power requirements of steering and braking in combination with the actual vehicle battery power and vehicle speed, so that the power distribution is more in line with the actual vehicle operating conditions, realizing adaptive and precise control of the vehicle chassis domain, improving the safety of the vehicle during parking, and avoiding safety hazards.

Description

Vehicle control method, integrated controller and vehicle

Technical Field

The invention relates to the technical field of vehicle control, in particular to a vehicle control method, an integrated controller and a vehicle.

Background

The chassis domain is a key functional domain in the automotive electronics system focusing on the control of the chassis system, aiming at ensuring the stability, safety and driving comfort of the vehicle. It assumes one of the core control tasks of the vehicle. It encompasses a number of critical components of suspension, steering, braking, and stability control to ensure stability and safety of the vehicle in various driving environments.

The suspension, steering and braking execution components of the chassis region are powered by a power supply system formed by vehicle batteries, so that in the actual vehicle driving process, abnormal conditions such as under-voltage, over-current and the like of the power supply state of the vehicle can be met, and the power supply circuit in the power supply system can be failed. In the related art, no matter whether a vehicle power supply system operates normally or not, the power output from a vehicle battery to a chassis region is distributed according to the duty ratio of the required power of each execution component, once the vehicle power supply system fails and cannot supply power for a long time, the problem that parking safety is affected due to insufficient steering and braking power exists, and particularly serious potential safety hazards are more likely to occur when the vehicle power supply system fails during multi-lane or high-speed driving.

Disclosure of Invention

In view of the above, the invention provides a vehicle control method, an integrated controller and a vehicle, so as to solve the problems that the existing chassis domain power distribution mode has potential safety hazards and influences the parking safety of users when a power supply system fault occurs in the running process of the vehicle in the related technology.

In a first aspect, the present invention provides a vehicle control method, the vehicle including a chassis domain execution part including a steering execution part, a brake execution part, and a suspension execution part, the method comprising:

The method comprises the steps of obtaining first required power, second required power and third required power respectively corresponding to a steering executing component, a braking executing component and a suspension executing component;

when the fault of the vehicle power supply system is monitored, determining a first power distribution weight corresponding to the steering execution component based on the current residual electric quantity of the vehicle battery and the relation among the first required power, the second required power and the third required power;

Determining a second power distribution weight corresponding to the brake execution component based on the current speed of the vehicle, the first power distribution weight and the corresponding relation between the second required power and the third required power;

Determining a third power distribution weight corresponding to the suspension executing component based on the first power distribution weight and the second power distribution weight;

And respectively carrying out power distribution on the steering executing component, the braking executing component and the suspension executing component based on the first power distribution weight, the second power distribution weight and the third power distribution weight so as to control the chassis domain executing component to operate.

According to the invention, when the failure of the vehicle power supply system is monitored, the power distribution weight of the steering execution part is determined according to the required power of the vehicle steering execution part, the brake execution part and the suspension execution part and the current residual electric quantity of the vehicle battery, so that the sufficient power is ensured under the failure of the vehicle power supply system to realize the steering function of the vehicle, the vehicle can be safely steered to the roadside through the current driving route, the driving safety in the steering process is ensured, the power distribution weight corresponding to the brake execution part is determined according to the required power corresponding to the brake execution part and the suspension execution part and the power distribution weight of the vehicle when the current speed of the vehicle is beyond the power distribution weight of the steering execution part, the braking function of the vehicle is realized under the failure of the vehicle power supply system, the driving safety in the roadside is ensured, finally, the power distribution weight of the suspension execution part is determined according to the power distribution corresponding to the steering execution part and the brake execution part, the driving comfort is sacrificed when the vehicle power distribution of the vehicle power supply system is failed, the power distribution of the vehicle battery and the vehicle speed are combined to ensure the power distribution weight corresponding to the actual electric quantity of the vehicle and the brake execution part, the power of the vehicle is accurately controlled in the safety of the vehicle chassis, and the power is prevented from being accurately running in the parking process.

In an optional embodiment, the determining the first power allocation weight corresponding to the steering executing component based on the current remaining power of the vehicle battery and the relation among the first required power, the second required power and the third required power includes:

Determining a basic power allocation weight corresponding to the steering execution component based on the corresponding relation between the first required power and the sum of the first required power, the second required power and the third required power;

determining a first adjusting power distribution weight corresponding to the steering execution component based on the current residual electric quantity, wherein the first adjusting power distribution weight and the current residual electric quantity are in a negative correlation;

and determining a first power allocation weight corresponding to the steering execution component based on the base power allocation weight and the first adjustment power allocation weight corresponding to the steering execution component.

According to the invention, the basic power distribution weight of the steering execution part is determined according to the required power proportion of the vehicle steering execution part, the braking execution part and the suspension execution part, so that the steering execution part can distribute the required partial power according to the requirement, the first adjustment power distribution weight is dynamically adjusted according to the residual electric quantity of the vehicle battery, the first adjustment power distribution weight is larger when the residual electric quantity is smaller, the power required by steering is guaranteed under the condition of low electric quantity of the vehicle battery, serious potential safety hazards caused by incapability of steering and leaning in the high-speed or multi-lane driving process are avoided, the safety of the vehicle in the parking process is further improved, and the driving experience of a user is improved.

In an optional embodiment, the determining the second power allocation weight corresponding to the brake executing component based on the current speed of the vehicle, the first power allocation weight, and the correspondence between the second required power and the third required power includes:

determining a basic power distribution weight corresponding to the brake execution component based on the corresponding relation between the first power distribution weight and the sum of the second required power and the third required power;

determining a second adjusting power distribution weight corresponding to the brake execution component based on the current vehicle speed, wherein the second adjusting power distribution weight and the current vehicle speed are in positive correlation;

and determining a second power distribution weight corresponding to the brake executing component based on the basic power distribution weight and the second adjustment power distribution weight corresponding to the brake executing component.

According to the invention, the basic power distribution weight of the brake execution component is determined according to the corresponding power distribution weight of the vehicle steering execution component and the required power proportion of the vehicle brake execution component and the suspension execution component, so that the brake execution component can distribute the required partial power according to the requirement, the second regulation power distribution weight is dynamically regulated according to the current speed condition of the vehicle, and the second regulation power distribution weight is larger when the current speed is larger, so that the required braking power is preferentially ensured under the condition of high-speed running of the vehicle, serious potential safety hazards caused by insufficient braking force in the high-speed running process are avoided, the safety of the vehicle in the stopping process is further improved, and the driving experience of a user is improved.

In an alternative embodiment, the first power allocation weight is calculated by the following formula:

+

wherein, the Represents a first power allocation weight, andNot greater than a preset maximum power allocation weight,Which represents the first required power level and,Which represents the second required power, and,Which represents the third required power level and,Representing a first adjusted power allocation weight,Is determined by the current remaining charge of the vehicle battery.

According to the invention, the power distribution weight of the steering execution part is determined in a mode of accumulating the basic power distribution weight of the steering execution part determined by the required power proportion of the vehicle steering execution part, the braking execution part and the suspension execution part and the first adjusting power distribution weight, so that the power distribution weight of the steering execution part is dynamically increased according to the residual electric quantity condition of the vehicle battery, the power required by steering is ensured to be preferentially ensured under the condition of low electric quantity of the vehicle battery, serious potential safety hazards caused by incapability of steering and leaning in the high-speed or multi-lane driving process are avoided, the safety of the vehicle in the parking process is further improved, and the driving experience of a user is improved.

In an alternative embodiment, the second power allocation weight is calculated by the following formula:

+

wherein, the Represents a second power allocation weight, and,Representing a first power allocation weight that is to be used,Which represents the second required power, and,Which represents the third required power level and,Representing a second adjusted power allocation weight,Is determined by the current vehicle speed.

According to the invention, the power distribution weight of the brake execution part is determined in a mode of accumulating the basic power distribution weight of the brake execution part and the second power distribution weight which are determined by the power distribution weight corresponding to the vehicle steering execution part and the required power ratio of the vehicle brake execution part and the suspension execution part, so that the power distribution weight of the brake execution part is dynamically increased according to the current speed condition of the vehicle, the power required by braking is ensured to be preferentially ensured under the condition of high-speed running of the vehicle, serious potential safety hazards caused by insufficient braking force in the high-speed running process are avoided, the safety of the vehicle in the stopping process is further improved, and the driving experience of a user is improved.

In an alternative embodiment, the method further comprises:

when the power supply system of the vehicle has no faults, the power distribution is respectively carried out on the steering execution part, the braking execution part and the suspension execution part based on the first required power, the second required power and the third required power so as to control the chassis domain execution part to normally operate and meet the driving requirement of a user.

When the vehicle power supply system normally operates, the power distribution is carried out according to the required power corresponding to each of the steering execution part, the braking execution part and the suspension execution part, so that the normal operation of the whole chassis domain execution part is ensured.

In a second aspect, the invention provides an integrated controller connected with a chassis domain execution part of a vehicle, the chassis domain execution part comprising a steering execution part, a braking execution part and a suspension execution part, the integrated controller being used for executing the method provided in the first aspect or any corresponding embodiment thereof.

According to the invention, the integrated controller is directly connected with the chassis domain executing component of the vehicle, so that the electric decoupling of the control end and the executing end is realized, the chassis domain executing component is independently deployed, and the integrated controller is used for uniformly driving and controlling, so that the functional safety level and the reliability of the chassis system are obviously improved. When the power supply system of the vehicle breaks down, the integrated controller is utilized to carry out power distribution adjustment on the chassis domain executing component so as to ensure that sufficient power is available under the fault of the power supply system of the vehicle to realize the steering function of the vehicle, so that the vehicle can safely steer to the roadside from the current driving route, ensure the driving safety in the steering process, ensure the braking function of the vehicle under the fault of the power supply system of the vehicle to realize the braking function of the vehicle as sufficient as possible, enable the vehicle to rapidly brake at the roadside and ensure the driving safety in the braking process, and further ensure the power requirements of steering and braking by reducing the power distribution of the suspension executing component to sacrifice driving comfort when the power supply system of the vehicle breaks down and combining the battery capacity and the speed of a real vehicle respectively, so that the power distribution is more in line with the running working condition of the real vehicle, the self-adaptive accurate control of the chassis domain of the vehicle is realized, the safety of the vehicle in the parking process is improved, and potential safety hazards are avoided.

In an alternative embodiment, the integrated controller comprises a main controller and a sub-controller which are in communication connection, wherein the brake execution component comprises four EMB caliper motors arranged at the wheel end of the vehicle, and the main controller and the sub-controller are respectively connected with two diagonal EMB caliper motors;

the main controller and the auxiliary controller are respectively connected with two paths of redundant braking signal acquisition modules, and the main controller and the auxiliary controller respectively acquire braking signals of the vehicle through the braking signal acquisition modules;

The main controller drives two opposite angle EMB caliper motors connected with the main controller to act based on the braking signals, generates cooperative control instructions based on the braking signals and sends the cooperative control instructions to the auxiliary controller, so that the auxiliary controller synchronously drives the two opposite angle EMB caliper motors connected with the auxiliary controller to act synchronously based on the cooperative control instructions.

According to the invention, the two redundant controllers are arranged in the integrated controller to respectively control the two opposite-angle EMB caliper motors at the wheel end of the vehicle, the main controller is used for processing the braking signals and sending the coordination control command to the auxiliary controller, so that the main controller and the auxiliary controller synchronously drive and control the wheel-end EMB caliper motors.

In an alternative embodiment, when the main controller or the auxiliary controller fails, or when at least one EMB caliper motor connected with the main controller or at least one EMB caliper motor connected with the auxiliary controller fails, the main controller or the auxiliary controller which does not fail, or the main controller or the auxiliary controller connected with two opposite angle EMB caliper motors which do not fail, drive the two opposite angle EMB caliper motors connected with the main controller or the auxiliary controller to act based on the braking signals until the vehicle reaches a preset safe state.

According to the invention, under the condition that a single controller fails or an EMB caliper motor connected with the single controller fails, the braking function is directly realized by driving and controlling the non-failed diagonal EMB caliper motor, so that the fault-tolerant compensation control of the vehicle braking function is realized, the driving safety is improved, and the use experience of a user is further improved.

In an alternative embodiment, the main controller or the sub-controller in operation controls the operation of the two diagonal EMB caliper motors connected to itself based on the operation information of the vehicle before the vehicle reaches the preset safety state.

According to the invention, under the condition that a single controller fails or an EMB caliper motor connected with the single controller fails, the running control mode of the two non-failed diagonal EMB caliper motors is utilized by the main controller or the auxiliary controller in a working state by utilizing running information of the vehicle, so that the stability and reliability of the two diagonal EMB caliper motors in realizing a vehicle braking function are ensured, the braking safety is improved, and the user experience is further improved.

In an alternative embodiment, the main controller or the sub controller in operation controls the operation of two diagonal EMB caliper motors connected to itself based on the operation information of the vehicle, including:

when the main controller or the auxiliary controller in the working state determines that the speed change of the vehicle does not accord with the expected braking based on the running information of the vehicle, the clamping force of two diagonal EMB caliper motors connected with the main controller or the auxiliary controller is adjusted;

And/or when the main controller or the auxiliary controller in an operating state determines that the steering of the vehicle does not meet the braking expectation based on the running information of the vehicle, adjusting the braking force distribution proportion of two opposite angle EMB caliper motors connected with the main controller or the auxiliary controller.

According to the invention, the vehicle speed change and/or the steering is analyzed, and under the condition that the vehicle speed change or the steering does not meet the braking expectation, the stability and the reliability of the vehicle braking function are further improved by increasing the clamping force of the two diagonal EMB caliper motors which are not disabled or adjusting the braking force distribution ratio of the two diagonal EMB caliper motors, so that the braking safety is improved, and the user experience is further improved.

In an alternative embodiment, the suspension actuating component comprises four shock absorbers arranged at the wheel end of the vehicle;

And before the vehicle reaches a preset safety state, the main controller or the auxiliary controller in an operating state adjusts the damping force of each shock absorber when the pitching and/or rolling of the vehicle are determined to be not in accordance with the braking expectation based on the running information of the vehicle.

According to the invention, under the condition that a single controller fails or an EMB caliper motor connected with the single controller fails, the main controller or the auxiliary controller in a working state is used for avoiding the risk of pitching and/or rolling of the vehicle by analyzing that the pitching and/or rolling of the vehicle are not in accordance with the expected braking, and the damping force adjustment mode is carried out on the shock absorber of the suspension system, so that the stability of the vehicle body is maintained, the braking safety in the braking process is ensured, and the user experience is further improved.

In an alternative embodiment, when the brake signal cannot be acquired, the main controller drives two diagonal EMB caliper motors connected with the main controller to act based on the parking gear signal when receiving the parking gear signal, and generates a cooperative control instruction based on the parking gear signal and sends the cooperative control instruction to the auxiliary controller so that the auxiliary controller synchronously drives the two diagonal EMB caliper motors connected with the auxiliary controller to synchronously act based on the cooperative control instruction.

When the braking information can not be acquired, the synchronous driving control of the main/auxiliary controller to the EMB caliper motor is realized directly by utilizing the parking gear signal, so that the braking function is realized, the braking failure risk caused by the failure of the braking signal acquisition module and the transmission link thereof is avoided, the braking function under the emergency condition can be realized by the redundancy design mode of the braking function, and the running safety of the vehicle is further improved.

In a third aspect, the invention provides a vehicle, which comprises a chassis domain executing component and the integrated controller provided by the second aspect or any implementation mode corresponding to the second aspect, wherein the integrated controller is connected with the chassis domain executing component, and the chassis domain executing component comprises a steering executing component, a braking executing component and a suspension executing component.

The invention has the beneficial effects that:

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings that are needed in the description of the embodiments or the prior art will be briefly described, and it is obvious that the drawings in the description below are some embodiments of the present invention, and other drawings can be obtained according to the drawings without inventive effort for a person skilled in the art.

FIG. 1 is a flow chart of a vehicle control method according to an embodiment of the invention;

FIG. 2 is a flow chart of another vehicle control method according to an embodiment of the invention;

FIG. 3 is an architecture diagram of an integrated controller for EMB system applications in accordance with an embodiment of the present invention;

FIG. 4 is a specific flow diagram of an EMB function degradation strategy according to an embodiment of the invention;

FIG. 5 is a functional architecture diagram of an integrated controller according to an embodiment of the present invention;

FIG. 6 is a schematic diagram of a power module in an integrated controller according to an embodiment of the present invention;

FIG. 7 is a flowchart illustrating an example of power distribution by an integrated controller according to an embodiment of the present invention;

fig. 8 is a schematic structural view of an integrated controller of a vehicle according to an embodiment of the present invention.

Detailed Description

For the purpose of making the objects, technical solutions and advantages of the embodiments of the present invention more apparent, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, and it is apparent that the described embodiments are some embodiments of the present invention, but not all embodiments of the present invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.

In the related art, when a vehicle power supply system fails and a vehicle battery cannot supply power for a long time, there is a problem that parking safety is affected due to insufficient steering and braking power, and particularly, serious potential safety hazards are more likely to occur when the vehicle power supply system fails during multi-lane or high-speed driving.

Based on the above, the embodiment of the invention provides a vehicle control scheme, which dynamically adjusts the distributed power of each execution component of the chassis domain when a vehicle power supply system fails, so as to ensure the safety of the vehicle and realize the parking maintenance.

According to an embodiment of the present invention, there is provided a vehicle control method embodiment, it being noted that the steps shown in the flowchart of the drawings may be performed in a computer system such as a set of computer executable instructions, and that although a logical order is shown in the flowchart, in some cases the steps shown or described may be performed in an order other than that shown or described herein.

In this embodiment, a vehicle control method is provided, which may be applied to an integrated controller such as a chassis domain controller of a vehicle, where the integrated controller is constructed by using a control chip such as a singlechip, an MCU, etc. as a core, the vehicle includes a chassis domain executing unit, where the chassis domain executing unit includes a steering executing unit, a braking executing unit, and a suspension executing unit, and the integrated controller is connected to the chassis domain executing unit, and fig. 1 is a flowchart of the vehicle control method according to an embodiment of the present invention, and as shown in fig. 1, the flowchart includes the following steps:

Step S101, a first demand power, a second demand power, and a third demand power, which correspond to the steering execution unit, the brake execution unit, and the suspension execution unit, respectively, are obtained.

Illustratively, the steering actuator is a steering motor, the brake actuator is a caliper motor, and the suspension actuator is a damper, which is not a limitation of the present invention.

Specifically, vehicle state signals such as steering wheel rotation angle, rotation speed, longitudinal acceleration, yaw rate, lateral acceleration and the like, and driver operation instructions such as accelerator opening, brake pedal stroke and the like can be acquired in real time by utilizing various sensors carried on a vehicle, then the side deflection angle and the yaw rate amplitude are calculated by utilizing a vehicle dynamics model through the acquired information, and further the required power of a steering, a suspension and a braking subsystem of the vehicle is calculated, so that the first required power, the second required power and the third required power respectively corresponding to the steering executing component, the braking executing component and the suspension executing component can be obtained. It should be noted that, the specific calculation process of the required power of the steering, suspension and braking subsystem is the prior art, and may be implemented by adopting a related calculation manner in the prior art, which is not described herein.

Step S102, when the fault of the vehicle power supply system is monitored, determining a first power distribution weight corresponding to the steering execution component based on the current residual quantity of the vehicle battery and the relation among the first required power, the second required power and the third required power.

Specifically, the faults of the vehicle power supply system include, but are not limited to, overvoltage, undervoltage and overcurrent of the vehicle power supply state, short circuit or circuit break of certain circuits in the power supply system, and the faults can be triggered by the overvoltage, overcurrent and undervoltage protection functions of the vehicle power supply system, and the faults can be false alarms or abnormal states of the power supply circuit, so that a user is required to stop the vehicle as soon as possible for maintenance. The required power of different execution components in the chassis domain determines the basic distribution weight of each execution component, and the current residual electric quantity of the vehicle battery determines the power output capacity of the vehicle battery, so that the power distribution weight of a special execution component is dynamically regulated by utilizing the current residual electric quantity, and the normal use of the steering function of the vehicle can be preferentially ensured in the parking process.

Step S103, determining a second power distribution weight corresponding to the brake executing component based on the current speed of the vehicle, the first power distribution weight, and the correspondence between the second required power and the third required power.

Specifically, on the basis of determining the power distribution weight of the steering execution part, the basic duty ratio of the braking execution part in the residual power distribution weight is determined by the required power corresponding to the braking execution part and the suspension execution part, and the current speed of the vehicle determines the difficulty degree of the vehicle in realizing braking, so that the power distribution weight of the braking execution part is dynamically regulated by utilizing the current speed, the normal use of a braking function of the vehicle is ensured in the parking process, and the driving safety is improved.

Step S104, determining a third power distribution weight corresponding to the suspension executing component based on the first power distribution weight and the second power distribution weight.

Specifically, the third power distribution weight corresponding to the suspension executing part is a remaining power distribution weight based on the power distribution weights of the steering executing part and the braking executing part.

Step S105, performing power distribution on the steering execution unit, the braking execution unit and the suspension execution unit based on the first power distribution weight, the second power distribution weight and the third power distribution weight, respectively, so as to control the chassis domain execution unit to operate.

Specifically, the total power which can be actually output to the chassis region at present by the vehicle battery is respectively distributed to the steering execution component, the braking execution component and the suspension execution component according to the first power distribution weight, the second power distribution weight and the third power distribution weight, so that the running control of the chassis region execution component is realized, and the safe side-by-side parking of the vehicle is ensured.

According to the embodiment of the invention, when the failure of the vehicle power supply system is monitored, the power distribution weight of the steering execution part is determined according to the required power of the vehicle steering execution part, the brake execution part and the suspension execution part and the current residual electric quantity of the vehicle battery, so that the sufficient power is ensured under the failure of the vehicle power supply system to realize the steering function of the vehicle, the vehicle can be safely steered to the roadside through the current driving route, the driving safety in the steering process is ensured, the power distribution weight corresponding to the brake execution part is determined according to the required power corresponding to the brake execution part and the suspension execution part and the power distribution weight of the vehicle when the current speed of the vehicle is beyond the power distribution weight of the steering execution part, the running safety of the vehicle can be realized under the failure of the vehicle power supply system, finally, the power distribution weight of the suspension execution part is determined according to the power distribution weight corresponding to the steering execution part and the brake execution part, the driving comfort is sacrificed by reducing the power distribution of the suspension execution part when the vehicle power supply system fails, the power distribution of the vehicle is combined with the real vehicle battery and the speed respectively, the power distribution requirements of the vehicle is ensured under the failure condition of the vehicle is ensured, the power distribution of the vehicle is more accurate, the power is prevented from being controlled, and the potential safety hazard of the vehicle is avoided in the parking safety is realized, and the vehicle is well-controlled.

The embodiment also provides a vehicle control method, which can be applied to integrated controllers such as a chassis domain controller of a vehicle, for example, the integrated controllers which are built by taking control chips such as a singlechip, an MCU and the like as cores, wherein the vehicle comprises a chassis domain executing component, the chassis domain executing component comprises a steering executing component, a braking executing component and a suspension executing component, the integrated controllers are connected with the chassis domain executing component, and fig. 2 is a flow chart of the vehicle control method according to the embodiment of the invention, and as shown in fig. 2, the flow comprises the following steps:

Step S201, a first required power, a second required power, and a third required power, which correspond to the steering executing component, the brake executing component, and the suspension executing component, respectively, are obtained. Details refer to the related description of step S101 shown in fig. 1, and will not be described herein.

Step S202, when the fault of the vehicle power supply system is detected, determining a first power distribution weight corresponding to the steering execution component based on the current residual quantity of the vehicle battery and the relation among the first required power, the second required power and the third required power.

Specifically, the step S202 includes the following steps:

In step S2021, a base power allocation weight corresponding to the steering execution unit is determined based on the correspondence relationship between the first demand power and the sum of the first demand power, the second demand power, and the third demand power.

Specifically, a ratio of the first required power to the sum of the first required power, the second required power and the third required power is calculated, and the ratio is determined as a basic power distribution weight corresponding to the steering execution component.

Step S2022 determines a first adjustment power distribution weight corresponding to the steering execution unit based on the current remaining power.

The first adjusting power distribution weight and the current residual electric quantity are in negative correlation. The first adjustment power distribution weight may be a specific weight ratio or a weight adjustment coefficient value, when the first adjustment power distribution weight is a weight ratio, the first adjustment power distribution weight is a value greater than 0 and less than 1, and when the first adjustment power distribution weight is a weight adjustment coefficient value, the first adjustment power distribution weight is a value greater than or equal to 1, which is only an example, but the invention is not limited thereto.

Specifically, under the condition that the steering function of the vehicle is not affected, the corresponding power distribution weights of the vehicle battery under the condition of different residual electric quantities can be calibrated in a real vehicle test mode, the corresponding relation between the residual electric quantity and the adjusted power distribution weights is determined in a corresponding relation table or fitting curve mode, and the first adjusted power distribution weights corresponding to the current residual electric quantity are determined according to the corresponding relation. In addition, in practical application, the remaining capacity of the vehicle battery may be divided into a plurality of remaining capacity intervals through experience, and a corresponding power distribution weight is set for each remaining capacity interval, and by way of example, taking the first adjustment power distribution weight as a specific weight ratio, when the remaining capacity of the vehicle battery is less than 30%, the corresponding power distribution weight is 0.5, and when the remaining capacity of the vehicle battery is not less than 30%, the corresponding power distribution weight is 0.2, which is only an example, but the invention is not limited thereto.

Step S2023 determines a first power distribution weight corresponding to the steering execution unit based on the base power distribution weight and the first adjustment power distribution weight corresponding to the steering execution unit.

Specifically, when the first adjustment power allocation weight is a specific weight ratio, the first power allocation weight corresponding to the steering executing component is a sum of the base power allocation weight and the first adjustment power allocation weight, and when the first adjustment power allocation weight is a specific weight adjustment coefficient value, the first power allocation weight corresponding to the steering executing component is a product of the base power allocation weight and the first adjustment power allocation weight.

According to the embodiment of the invention, the basic power distribution weight of the steering execution component is determined according to the required power proportion of the vehicle steering execution component, the brake execution component and the suspension execution component, so that the steering execution component can distribute the required partial power according to the requirement, the first adjustment power distribution weight is dynamically adjusted according to the residual electric quantity of the vehicle battery, the first adjustment power distribution weight is larger when the residual electric quantity is smaller, the steering required power is guaranteed to be preferentially guaranteed under the condition of low electric quantity of the vehicle battery, serious potential safety hazards caused by the fact that the steering is impossible in the process of driving at high speed or multiple lanes are avoided, the safety of the vehicle in the parking process is further improved, and the driving experience of a user is improved.

Illustratively, the first power allocation weight is calculated by the following formula (1):

+(1)

In practical applications, the preset maximum power distribution weight needs to be flexibly set according to the actual safe parking requirement of the vehicle, and is exemplified by a preset maximum power distribution weight of 0.8, which is calculated by the above formula (1)If the value is not more than 0.8, the calculated value is directly calculatedAs the power distribution weight of the steering actuator, when the above formula (1) calculatesWhen the power distribution weight of the steering execution component is greater than 0.8, the power distribution weight of the steering execution component is 0.8, so that the braking execution component in the chassis domain is ensured to distribute certain power to realize the braking function of the vehicle, and the safe parking of the vehicle is ensured.

According to the embodiment of the invention, the power distribution weight of the steering execution part is determined in a mode of accumulating the basic power distribution weight of the steering execution part determined by the required power proportion of the vehicle steering execution part, the braking execution part and the suspension execution part with the first adjustment power distribution weight, so that the power distribution weight of the steering execution part is dynamically increased according to the residual electric quantity of the vehicle battery, the power required by steering is ensured to be preferentially ensured under the condition of low electric quantity of the vehicle battery, serious potential safety hazards caused by incapability of steering and leaning in the high-speed or multi-lane driving process are avoided, the safety of the vehicle in the parking process is further improved, and the driving experience of a user is improved.

Step S203 determines a second power distribution weight corresponding to the brake executing component based on the current speed of the vehicle, the first power distribution weight, and a correspondence relationship between the second required power and the third required power.

Specifically, the step S203 specifically includes the following steps:

Step S2031, determining a base power allocation weight corresponding to the brake execution unit based on the first power allocation weight and the correspondence between the second required power and the sum of the second required power and the third required power.

Specifically, a ratio of the second required power to the sum of the second required power and the third required power is calculated, and the ratio is determined as a base power allocation weight corresponding to the brake executing part.

Step S2032, determines a second adjustment power distribution weight corresponding to the brake execution unit based on the current vehicle speed.

Wherein the second regulated power distribution weight is in positive correlation with the current vehicle speed. The second adjustment power distribution weight may be a specific weight ratio or a weight adjustment coefficient value, when the second adjustment power distribution weight is a weight ratio, the second adjustment power distribution weight is a value greater than 0 and less than 1, and when the second adjustment power distribution weight is a weight adjustment coefficient value, the second adjustment power distribution weight is a value greater than or equal to 1, which is only an example, but the invention is not limited thereto.

Specifically, under the condition that the braking function of the vehicle is not affected, the corresponding power distribution weights of the vehicle under different vehicle speeds can be calibrated in a real vehicle test mode, the corresponding relation between the vehicle speed and the adjusted power distribution weights is determined in a corresponding relation table or fitting curve mode, and the second adjusted power distribution weights corresponding to the current vehicle speed are determined according to the corresponding relation. In practical application, the vehicle speed of the vehicle may be divided into a plurality of vehicle speed sections through experience, and a corresponding power distribution weight is set for each vehicle speed section, and the second adjustment power distribution weight is taken as a specific weight ratio as an example, the corresponding power distribution weight is 0.2 when the vehicle speed is greater than 60km, and the corresponding power distribution weight is 0.1 when the vehicle speed is not greater than 60km, which is not limiting.

Step S2033, determining a second power distribution weight corresponding to the brake execution component based on the base power distribution weight and the second adjustment power distribution weight corresponding to the brake execution component.

Specifically, when the second adjustment power distribution weight is a specific weight ratio, the second power distribution weight corresponding to the brake executing component is a sum of the base power distribution weight and the second adjustment power distribution weight, and when the second adjustment power distribution weight is a specific weight adjustment coefficient value, the second power distribution weight corresponding to the brake executing component is a product of the base power distribution weight and the second adjustment power distribution weight.

Illustratively, the second power allocation weight is calculated by the following formula (2):

+(2)

In practical application, when calculated by the above formula (2)Not greater thanWhen in use, the calculation is directly carried outAs the power distribution weight of the brake actuating member, when the above formula (2) calculatesGreater thanWhen the power distribution weight of the brake actuating component isThe comfort of the suspension is sacrificed to ensure that the brake executing component in the chassis domain realizes the braking function of the vehicle and ensure the safe parking of the vehicle.

According to the embodiment of the invention, the power distribution weight of the braking execution part is determined in a mode that the basic power distribution weight of the braking execution part and the second power distribution weight, which are determined by the power distribution weight corresponding to the vehicle steering execution part and the required power ratio of the vehicle braking execution part and the suspension execution part, are accumulated, so that the power distribution weight of the braking execution part is dynamically increased according to the current speed condition of the vehicle, the power required by braking is ensured to be preferentially ensured under the condition of high-speed running of the vehicle, serious potential safety hazards caused by insufficient braking force in the high-speed running process are avoided, the safety of the vehicle in the stopping process is further improved, and the driving experience of a user is improved.

Step S204, determining a third power distribution weight corresponding to the suspension executing component based on the first power distribution weight and the second power distribution weight.

Specifically, the third power distribution weight corresponding to the suspension executing componentCalculated by the following formula (3):

=1--(3)

therefore, on the basis of ensuring the steering and braking functions of the vehicle preferentially, redundant power is distributed to the suspension executing component so as to ensure the driving comfort as much as possible.

In step S205, power distribution is performed on the steering execution unit, the brake execution unit, and the suspension execution unit based on the first power distribution weight, the second power distribution weight, and the third power distribution weight, respectively, to control the chassis domain execution unit to operate. Details refer to the related description of step S105 shown in fig. 1, and will not be described herein.

Further, in an embodiment of the present invention, the vehicle control method further includes the following steps:

And a step a1, when the power supply system of the vehicle has no fault, respectively distributing power to the steering executing component, the braking executing component and the suspension executing component based on the first required power, the second required power and the third required power so as to control the chassis domain executing component to operate.

Specifically, when the vehicle power supply system operates normally, the power of each execution component in the chassis domain is distributed as required, that is, when the total power output by the vehicle battery can meet the required power corresponding to each execution component, the power is directly distributed according to the required power of each execution component, and when the total power output by the vehicle battery cannot meet the required power corresponding to each execution component, the total power output by the vehicle battery is distributed according to the ratio of the required power corresponding to each execution component to the total required power, which is not limiting.

According to the embodiment of the invention, when the vehicle power supply system normally operates, the power distribution is carried out according to the required power corresponding to each of the steering execution part, the braking execution part and the suspension execution part, so that the normal operation of the whole chassis domain execution part is ensured.

According to the embodiment of the invention, the integrated controller is connected with the chassis domain executing component of the vehicle, and the chassis domain executing component comprises a steering executing component, a braking executing component and a suspension executing component, and is used for executing the vehicle control method provided by the embodiment.

According to the embodiment of the invention, the integrated controller is directly connected with the chassis domain executing component of the vehicle, so that the electric decoupling of the control end and the executing end is realized, the chassis domain executing component is independently deployed, the integrated controller is used for unified driving control, and the functional safety level and the reliability of the chassis system are obviously improved. When the power supply system of the vehicle breaks down, the integrated controller is utilized to carry out power distribution adjustment on the chassis domain executing component so as to ensure that sufficient power is available under the fault of the power supply system of the vehicle to realize the steering function of the vehicle, so that the vehicle can safely steer to the roadside from the current driving route, ensure the driving safety in the steering process, ensure the braking function of the vehicle under the fault of the power supply system of the vehicle to realize the braking function of the vehicle as sufficient as possible, enable the vehicle to rapidly brake at the roadside and ensure the driving safety in the braking process, and further ensure the power requirements of steering and braking by reducing the power distribution of the suspension executing component to sacrifice driving comfort when the power supply system of the vehicle breaks down and combining the battery capacity and the speed of a real vehicle respectively, so that the power distribution is more in line with the running working condition of the real vehicle, the self-adaptive accurate control of the chassis domain of the vehicle is realized, the safety of the vehicle in the parking process is improved, and potential safety hazards are avoided.

Specifically, in some alternative embodiments, when the integrated controller is applied to an electromechanical brake system (Electronic Mechanical Brake System, EMB), the integrated controller includes a main controller and a sub-controller that are communicatively connected, and the brake execution unit includes four EMB caliper motors disposed at wheel ends of the vehicle, wherein the main controller and the sub-controller are respectively connected with two diagonal EMB caliper motors, the main controller and the sub-controller are respectively connected with two redundancy-disposed brake signal acquisition modules, and the main controller and the sub-controller respectively acquire brake signals of the vehicle through the brake signal acquisition modules.

The main controller drives two opposite angle EMB caliper motors connected with the main controller to act based on the braking signals, and generates cooperative control instructions based on the braking signals and sends the cooperative control instructions to the auxiliary controller so that the auxiliary controller synchronously drives the two opposite angle EMB caliper motors connected with the auxiliary controller to synchronously act based on the cooperative control instructions.

The integrated controller is powered by 48V, the wire diameter of the wire harness is reduced, an executing controller at the wheel end is eliminated, a driving circuit moves up to the integrated controller, and the integrated controller directly hard-wires drives the EMB caliper motors at the four wheel ends. Two MCUs with the same performance (one MCU has strong performance and the other MCU has weak performance) are arranged in the integrated controller, the power supply of the two MCUs is independent, the circuit structure is completely isolated, and common cause failure is avoided. Through the collection of 4 independent wheel speed sensor signals, two paths of signals of each sensor are independently output and respectively connected into two MCU, so that the redundant collection of the wheel speed signals is realized. The brake pedal position sensor signals are independently input through the two paths of the brake signal acquisition module and are respectively connected with the two MCUs, so that redundant acquisition of the brake pedal position signals is realized. The integrated controller is externally connected with two CANFD networks, signals related to a safety redundancy function are transmitted on the two CANFD networks at the same time, the redundancy design of an external network architecture is realized, two MCU inside the integrated controller are independently connected with the two CANFD networks, and the redundancy of signal receiving is realized inside the integrated controller.

As shown in fig. 3, when the integrated controller is applied to the EMB system, taking the main controller as the MCU1 and the auxiliary controller as the MCU2 as an example, the MCU1 independently drives the front left EMB caliper motor 1 and the rear right EMB caliper motor 4, the auxiliary controller MCU2 independently drives the front right EMB caliper motor 2 and the rear left EMB caliper motor 3, the MCU1 and the MCU2 communicate with each other through CANFD3 (private CAN), the MCU1 and the MCU2 are respectively connected with the brake signal acquisition module 5, and in practical application, the brake signal acquisition module 5 is the brake pedal position sensor for acquiring brake signals.

Specifically, when the integrated controller works normally, the MCU1 is responsible for collecting and transmitting sensor signals and CAN network signals, and for deciding, and when the left front EMB caliper motor 1 and the right rear EMB caliper motor 4 are driven to act, a cooperative action request is sent to the MCU2 through the CANFD3, and then the MCU2 drives the right front EMB caliper motor 2 and the left rear EMB caliper motor 3 to act, and the MCU2 is responsible for feeding back a cooperative action result to the MCU1. It should be noted that, the specific decision making process of the MCU1 is similar to the decision making process of controlling the EMB caliper motor in the prior art, and will not be described herein.

According to the embodiment of the invention, the two redundant controllers are arranged in the integrated controller to respectively control the two opposite-angle EMB caliper motors at the wheel end of the vehicle, the main controller is used for processing the braking signals and sending the coordination control command to the auxiliary controller, so that the main controller and the auxiliary controller synchronously drive and control the EMB caliper motors at the wheel end.

Specifically, in some alternative embodiments, when the main controller or the sub-controller fails, or when at least one EMB caliper motor connected to the main controller or at least one EMB caliper motor connected to the sub-controller fails, the main controller or the sub-controller which does not fail, or the main controller or the sub-controller connected to the two diagonal EMB caliper motors which does not fail, drive the two diagonal EMB caliper motors connected to the main controller or the sub-controller to act based on the brake signal until the vehicle reaches a preset safe state.

In practical application, as shown in fig. 3, if the MCU1 or the MCU2 fails alone, or if at least one of the front-left EMB caliper motor 1 and the rear-right EMB caliper motor 4 fails, or if at least one of the front-right EMB caliper motor 2 and the rear-left EMB caliper motor 3 fails, the MCU1 or the MCU2 that fails itself and the corresponding caliper motor also fails is in an operating state, and the other MCU is in a non-operating state. For example, when the MCU1 is in an operating state and the MCU1 receives a brake signal, the two diagonal EMB caliper motors connected to the MCU1 are driven to perform a clamping action, and the diagonal EMB caliper motors are utilized to balance braking until the vehicle reaches a preset safety state.

According to the embodiment of the invention, under the condition that a single controller fails or an EMB caliper motor connected with the single controller fails, the braking function is directly realized by driving and controlling the non-failed diagonal EMB caliper motor, so that the fault-tolerant compensation control of the vehicle braking function is realized, the driving safety is improved, and the use experience of a user is further improved.

Further, before the vehicle reaches a preset safety state, the main controller or the auxiliary controller in a working state performs operation control on two diagonal EMB caliper motors connected with the auxiliary controller based on operation information of the vehicle.

The running information of the vehicle comprises running data related to the speed, the steering, the pitching and the rolling, the running data can be acquired through various sensors carried on the vehicle, and the running control is carried out on the two diagonal EMB caliper motors by utilizing the running data before the vehicle reaches a preset safety state so as to ensure the stability of the vehicle in the braking process.

According to the embodiment of the invention, under the condition that a single controller fails or an EMB caliper motor connected with the single controller fails, the main controller or the auxiliary controller in a working state utilizes the running information of the vehicle to run and control the two non-failed opposite-angle EMB caliper motors, so that the stability and reliability of the two opposite-angle EMB caliper motors for realizing the braking function of the vehicle are ensured, the braking safety is improved, and the user experience is further improved.

Further, when the main controller or the auxiliary controller in the working state determines that the speed change of the vehicle does not meet the braking expectation based on the running information of the vehicle, the clamping force of two opposite angle EMB caliper motors connected with the main controller or the auxiliary controller is adjusted.

By way of example, by analysing the speed of the vehicle in the operating information of the vehicle, when the speed of the vehicle drops below the minimum value of the interval requirement of the speed of the vehicle corresponding to the braking expectation, the braking capacity is increased and the speed of the vehicle drops is accelerated by increasing the clamping force of the two diagonal EMB caliper motors connected to themselves. When the speed of the vehicle is lower than the maximum value of the interval requirement of the speed of the vehicle corresponding to the expected speed of the vehicle, the braking capacity is improved by reducing the clamping force of two opposite angle EMB caliper motors connected with the motor, and the speed of the vehicle is reduced to avoid the occurrence of sudden braking and potential safety hazard.

By analyzing steering related operation data in the operation information of the vehicle, when the actual steering angle of the vehicle is inconsistent with the steering wheel angle, namely the vehicle is deviated, the deviation correction in the running process of the vehicle is realized by increasing the braking force distribution proportion of the deviation side EMB caliper motor and/or reducing the braking force distribution proportion of the other side EMB caliper motor.

When the braking force distribution ratio is adjusted, it is necessary to determine whether the current braking force distribution ratio has reached a predetermined limit value, and if the current braking force distribution ratio has reached the predetermined limit value, the adjustment of the braking force distribution ratio is not performed, but the steering system assists in correcting unintended steering of the vehicle.

According to the embodiment of the invention, the vehicle speed change and/or the steering is analyzed, and under the condition that the vehicle speed change or the steering does not accord with the braking expectation, the stability and the reliability of the vehicle braking function are further improved by increasing the clamping force of the two diagonal EMB caliper motors which are not disabled or adjusting the braking force distribution ratio of the two diagonal EMB caliper motors, so that the braking safety is improved, and the user experience is further improved.

In particular, in some alternative embodiments, the suspension actuating component comprises four shock absorbers arranged at the wheel end of the vehicle;

By analyzing operation data related to the pitching and/or rolling of the vehicle in the operation information of the vehicle, when the pitching and/or rolling angle of the vehicle exceeds a preset angle range corresponding to the stability of the vehicle body, namely, when the vehicle is at risk of pitching and/or rolling, the damping force of the shock absorber corresponding to the pitching and/or rolling direction is increased by utilizing the suspension system, so that the pitching and/or rolling inhibition during the running of the vehicle is realized, and the stability of the vehicle body is further improved. Illustratively, the function degradation policy employed by the integrated controller in implementing the EMB function is shown in fig. 4.

According to the embodiment of the invention, under the condition that a single controller fails or an EMB caliper motor connected with the single controller fails, the main controller or the auxiliary controller in a working state is used for avoiding the risk of pitching and/or rolling of the vehicle by means of damping force adjustment on the shock absorber of the suspension system under the condition that the pitching and/or rolling of the vehicle is not in accordance with a braking expectation through analysis, the stability of the vehicle body is maintained, the braking safety in the braking process is ensured, and the use experience of a user is further improved.

Further, in some optional embodiments, when the brake signal cannot be acquired, the main controller drives the two diagonal EMB caliper motors connected with the main controller to act based on the parking gear signal when receiving the parking gear signal, and generates a cooperative control instruction based on the parking gear signal to send the cooperative control instruction to the auxiliary controller, so that the auxiliary controller synchronously drives the two diagonal EMB caliper motors connected with the auxiliary controller to synchronously act based on the cooperative control instruction.

For example, when the brake pedal position signal, that is, the brake signal, cannot be obtained at all, the MCU1 may perform emergency braking by obtaining the P-gear signals transmitted on the two CANFD redundant with each other, that is, by performing cooperative control with the MCU2, and the emergency braking function is jointly implemented, and the EMB caliper motor may be driven and controlled by a preset emergency braking strategy in the specific implementation process, which will not be described herein.

When the braking information cannot be acquired, the synchronous driving control of the main/auxiliary controller to the EMB caliper motor is realized directly by utilizing the parking gear signal, so that the braking function is realized, the braking failure risk caused by the failure of the braking signal acquisition module and the transmission link thereof is avoided, the braking function under the emergency condition can be realized by the redundancy design mode of the braking function, and the running safety of the vehicle is further improved.

The integrated controller provided by the embodiment of the invention will be further described with reference to specific application examples.

In the related art, a 12V system is generally adopted for power supply of a current new energy vehicle, and due to voltage limitation, suspension, steering and braking are not integrated in a chassis domain, and the embodiment of the invention is based on the voltage advantage of a 48V power supply system, and the suspension, steering and braking are integrated, so that a system scheme and a control strategy are provided. Under the 48V architecture, the current is obviously reduced under the same power output condition because the voltage is increased to 4 times of the original voltage, thereby creating conditions for higher-degree system integration and centralized control.

An embodiment of the present invention provides an integrated controller for three-way domain fusion of a 48V/12V hybrid power supply new energy vehicle, as shown in fig. 5, where the integrated controller includes a control system module 401, a power module 402, a CAN communication module 403, and a driving module 404, the control system module 401 is powered by the power module 402 by 12V, the power module 402 is powered by 48V and 12V power, the CAN communication module 403 is powered by the power module 402 by 12V and 48V, and the driving module 404 is powered by the power module 402 by 48V. The 48V power supply system and the 12V power supply system are independent from each other, and the power module 402 has a multidirectional DCDC and a voltage diagnosis module inside.

Specifically, the 48V external power supply directly supplies power to the driving module and the 48V CAN communication chip through the voltage diagnosis module, the 12V external power supply upgrades the voltage to 48V through the multi-directional DCDC, then the voltage diagnosis module supplies power to the driving module 404 and the 48V CAN communication chip as standby power, and when the diagnosis module diagnoses that the directly supplied 48V external power supply fails, the 48V power supply provided by the multi-directional DCDC supplies power to support safe parking.

Further, the 12V external power supply directly supplies power to the control system module 401 and the 12V CAN communication chip through the voltage diagnosis module, the 48V external power supply degrades the voltage to 12V through the multi-directional DCDC, then the voltage diagnosis module supplies power to the control system module 401 and the 12V CAN communication chip as a standby power supply, and when the diagnosis module diagnoses that the direct-powered 12V external power supply fails, the 12V power supply provided by the multi-directional DCDC supplies power to support safe parking.

The CAN communication module 403 is internally isolated by physical isolation, so as to reduce the risk of crosstalk between the high-voltage network and the low-voltage network. The CAN message is divided into three logic sections, wherein the first section is a 48V network special section, the second section is an interactive section of a 48V and 12V system, the third section is a 12V special section, the inside of the CAN message is connected with the 48V and 12V network through an isolated CAN transceiver, a message filtering rule is configured, unauthorized ID cross-domain transmission is forbidden, and when a 48V power failure is detected, the 48V special section message is dynamically forbidden, and a key signal is transferred to the interactive section for transmission.

The control system module 401 is internally provided with a corresponding control strategy and fault tolerance compensation mechanism. When any subsystem is detected to fail, fault-tolerant control is realized through the cooperative action of the rest subsystems. The failure condition is classified into steering failure and braking failure, when the steering fails, the steering is assisted by a differential braking mechanism (namely, the wheel speeds of two sides are different), when the braking fails, the rolling resistance of the tire is increased by a suspension rapid lifting mechanism, and after the failure occurs, the vehicle body posture is adjusted by the compensation mechanism, and a 12V system is started for power supply in an emergency.

As shown in fig. 6, the power supply module 402 is powered by an external 12V power supply and a 48V power supply, the 48V power supply is divided into two paths in the internal part, one path is led into the 48V diagnosis module 4022 and then is supplied to an external 48V load, the other path is led into the multi-directional DCDC module 4021, the 12V power supply is converted into the 12V power supply and is led into the 12V diagnosis module 4023 and then is supplied to the external 12V load, the 12V power supply is divided into two paths in the internal part, one path is led into the 12V diagnosis module 4023 and then is supplied to the external 12V load, and the other path is led into the multi-directional DCDC module 4021 and is converted into the 48V power supply and is led into the 48V diagnosis module 4022 and then is supplied to the external 48V load.

Specifically, the 48V diagnostic module 4022, which supplies external power to the external load, is externally integrated into one path, and the 48 diagnostic module 4022, which preferentially selects direct power supply for the external load, cuts off the power supply and enables the 48V power supplied by the multi-directional DCDC module 4021 to support emergency side parking when the 48 diagnostic module 4022 diagnoses that the direct power supply module has power failure (such as overvoltage, undervoltage, short circuit, etc.).

Specifically, the 12V diagnostic module 4023, which supplies external power to the external load, is integrated into one path, and the 12V diagnostic module 4023, which preferentially selects direct power supply for the external load, cuts off the power supply and enables the 12V power supplied by the multi-directional DCDC module 4021 to support emergency stop when the 12V diagnostic module 4023 diagnoses that the direct power supply module has power failure (such as overvoltage, undervoltage, short circuit, etc.).

Specifically, the control system module includes a control strategy and fault tolerance compensation mechanism, as shown in fig. 7, in which a vehicle state signal (steering angle, speed, yaw rate, longitudinal acceleration, lateral acceleration) and a driver operation command (accelerator opening, brake pedal stroke) are input in the first step, a slip angle and a yaw angle amplitude are calculated through a 3-degree-of-freedom vehicle dynamics model in the second step, required power of steering, suspension and braking subsystems is calculated in the third step, a 48V power output is distributed in the fourth step, and a power distribution command is output in the fifth step. More specifically, the distribution can be made with reference to the vehicle control method shown in fig. 1 and 2.

Illustratively, the fault tolerance compensation mechanism includes:

the wheel speed sensor and the brake pedal position sensor are provided with two independent signal acquisition and output channels, and the single-channel failure can not cause the EMB controller to be incapable of acquiring the signals.

Taking fig. 3 as an example, when the signal obtained by the MCU1 is normal, when the signal reading abnormality occurs in the MCU2, the MCU2 only needs to cooperatively execute the cooperative action instruction sent by the MCU1 without sending a related signal obtaining request to the MCU 1.

When the MCU1 acquires abnormal signals and the MCU2 acquires normal signals, the MCU1 transmits a related signal acquisition request to the MCU2, the MCU2 transmits signals to the MCU1 through the CANFD3, the MCU1 still makes action decisions, and the MCU2 cooperates with the MCU1 to act cooperatively.

When the Brake pedal position signal, namely the Brake signal, cannot be obtained at all, the MCU1 and the MCU2 can execute emergency braking by obtaining the P-gear signals transmitted on the two mutually redundant CANFDs, and the redundant design of the new energy automobile under the condition that a hard wire electronic parking Brake (ELECTRICAL PARKING Brake, EPB) switch is not available is met.

When the signal of the single wheel speed sensor cannot be obtained completely, the value of the failure wheel speed sensor can be calculated through the signals of the related vehicle running states on the two mutually redundant CANFDs, and the brake is carried out under the emergency condition according to the estimated value, and meanwhile, the vehicle speed is gradually reduced by reminding and matching with the action of a driver. The CAN network signal is abnormal, the required signals are transmitted on two mutually redundant CANFDs at the same time, and when single-point failure occurs, the processing mechanism is the same as the sensor under the condition of single-point failure.

When one or a plurality of CAN signals related to the braking function cannot be acquired at all, the MCU1 CAN realize an independent emergency braking function according to the wheel speed signals acquired by the MCU and the pedal position sensor until the vehicle is parked safely.

When the function is degraded, the diagonal braking is adopted preferentially, and the braking mode can ensure the stability of the vehicle body to the greatest extent under the condition of not depending on the matching of a steering system. Examples are as follows:

① When the MCU1 or the MCU2 fails in a single point, the MCU which does not fail can independently control the two diagonal EMB caliper motors driven by the MCU to execute a braking function, and the two diagonal EMB caliper motors driven by the MCU which fails are automatically released when the power is off.

② When the MCU1 cannot drive the two opposite angle EMB caliper motors to work normally and other circuit faults do not exist, the MCU1 sends an action instruction to the MCU2 through the CANFD3, and then the MCU2 drives the two opposite angle EMB caliper motors connected with the MCU2 to act, so that the two opposite angle EMB caliper motors connected with the MCU1 are automatically loosened when the power is off.

When the MCU2 cannot drive the two diagonal caliper motors to work normally and no other circuit is failed, the two diagonal EMB caliper motors are automatically loosened after power failure, and the MCU1 drives the two diagonal EMB caliper motors connected with the two diagonal EMB caliper motors to act.

③ When the MCU1 and the MCU2 can only control the work of two off-diagonal EMB caliper motors, emergency braking can be realized under the condition that the vehicle body is possibly kept stable only by depending on the coordination of steering and a suspension.

④ When the single-point caliper motor is driven to fail, namely, 3 EMB caliper motors still can normally act, the MCU1 makes a decision, the MCU2 cooperates with the steering and the suspension to complete a braking function, and at the moment, the influence of function degradation is minimal.

The embodiment of the invention also provides a vehicle, which comprises a chassis domain executing component and the integrated controller provided by the embodiment, wherein the integrated controller is connected with the chassis domain executing component, and the chassis domain executing component comprises a steering executing component, a braking executing component and a suspension executing component. As shown in fig. 8, the integrated controller includes one or more processors 10, a memory 20, and interfaces for connecting the components, including a high-speed interface and a low-speed interface. The various components are communicatively coupled to each other using different buses and may be mounted on a common motherboard or in other manners as desired. The processor may process instructions executing within the computer device, including instructions stored in or on memory to display graphical information of the GUI on an external input/output device, such as a display device coupled to the interface. In some alternative embodiments, multiple processors and/or multiple buses may be used, if desired, along with multiple memories and multiple memories. Also, multiple computer devices may be connected, each providing a portion of the necessary operations (e.g., as a server array, a set of blade servers, or a multiprocessor system). One processor 10 is illustrated in fig. 8.

The processor 10 may be a central processor, a network processor, or a combination thereof. The processor 10 may further include a hardware chip, among others. The hardware chip may be an application specific integrated circuit, a programmable logic device, or a combination thereof. The programmable logic device may be a complex programmable logic device, a field programmable gate array, a general-purpose array logic, or any combination thereof.

Wherein the memory 20 stores instructions executable by the at least one processor 10 to cause the at least one processor 10 to perform a method for implementing the embodiments described above.

The memory 20 may include a storage program area that may store an operating system, an application program required for at least one function, and a storage data area that may store data created from the use of a computer device according to the presentation of an applet landing page, etc. In addition, the memory 20 may include high-speed random access memory, and may also include non-transitory memory, such as at least one magnetic disk storage device, flash memory device, or other non-transitory solid-state storage device. In some alternative embodiments, memory 20 may optionally include memory located remotely from processor 10, which may be connected to the computer device via a network. Examples of such networks include, but are not limited to, the internet, intranets, local area networks, mobile communication networks, and combinations thereof.

The memory 20 may comprise volatile memory, such as random access memory, or nonvolatile memory, such as flash memory, hard disk or solid state disk, or the memory 20 may comprise a combination of the above types of memory.

The integrated controller also includes a communication interface 30 for the vehicle to communicate with other devices or communication networks.

Although embodiments of the present invention have been described in connection with the accompanying drawings, various modifications and variations may be made by those skilled in the art without departing from the spirit and scope of the invention, and such modifications and variations fall within the scope of the invention as defined by the appended claims.

Claims

1. A vehicle control method, the vehicle including a chassis domain execution part including a steering execution part, a brake execution part, and a suspension execution part, characterized in that the method includes:

respectively carrying out power distribution on a steering executing component, a braking executing component and a suspension executing component based on the first power distribution weight, the second power distribution weight and the third power distribution weight so as to control the chassis domain executing component to run;

The determining a first power allocation weight corresponding to the steering executing component based on the current remaining power of the vehicle battery and a relation among the first required power, the second required power and the third required power includes:

Determining a basic power allocation weight corresponding to the steering execution component based on a corresponding relation between the first required power and the sum of the first required power, the second required power and the third required power;

2. The method of claim 1, wherein determining the second power distribution weight corresponding to the brake actuating member based on the current vehicle speed of the vehicle, the first power distribution weight, and the correspondence of the second power demand to the third power demand comprises:

3. The method of claim 1, wherein the first power allocation weight is calculated by the formula:

+

4. The method of claim 2, wherein the second power allocation weight is calculated by the formula:

+

5. The method according to any one of claims 1-4, further comprising:

When the vehicle power supply system has no fault, the power distribution is respectively carried out on the steering execution part, the braking execution part and the suspension execution part based on the first required power, the second required power and the third required power so as to control the chassis domain execution part to operate.

6. An integrated controller connected to a chassis domain actuator of a vehicle, the chassis domain actuator comprising a steering actuator, a brake actuator and a suspension actuator, wherein the integrated controller is configured to perform the method of any one of claims 1-5.

7. The integrated controller of claim 6, wherein the integrated controller comprises a main controller and a sub-controller in communication, the brake actuating assembly comprises four EMB caliper motors disposed at the wheel end of the vehicle, wherein,

The main controller and the auxiliary controller are respectively connected with two opposite angle EMB caliper motors;

8. The integrated controller of claim 7, wherein the integrated controller is configured to,

When the main controller or the auxiliary controller fails, or at least one EMB caliper motor connected with the main controller or at least one EMB caliper motor connected with the auxiliary controller fails, the main controller or the auxiliary controller which does not fail, or the main controller or the auxiliary controller which is connected with two opposite angle EMB caliper motors which do not fail, drives the two opposite angle EMB caliper motors connected with the auxiliary controller to act based on the braking signals until the vehicle reaches a preset safe state.

9. The integrated controller of claim 8, wherein the integrated controller is configured to,

Before the vehicle reaches a preset safety state, the main controller or the auxiliary controller in a working state performs operation control on two diagonal EMB caliper motors connected with the main controller or the auxiliary controller based on operation information of the vehicle.

10. The integrated controller according to claim 9, wherein the main controller or the sub-controller in operation performs operation control of two diagonal EMB caliper motors connected to itself based on operation information of the vehicle, comprising:

11. The integrated controller of claim 9, wherein the suspension actuator comprises four shock absorbers disposed at the wheel end of the vehicle;

12. The integrated controller of claim 7, wherein the integrated controller is configured to,

When the braking signal cannot be acquired, the main controller drives two opposite angle EMB caliper motors connected with the main controller to act based on the parking gear signal when receiving the parking gear signal, and generates a cooperative control instruction based on the parking gear signal and sends the cooperative control instruction to the auxiliary controller so that the auxiliary controller synchronously drives the two opposite angle EMB caliper motors connected with the auxiliary controller to synchronously act based on the cooperative control instruction.

13. A vehicle comprising a chassis domain executive component and an integrated controller according to any one of claims 6-12, wherein the integrated controller is coupled to the chassis domain executive component, and the chassis domain executive component comprises a steering executive component, a brake executive component, and a suspension executive component.