Method, apparatus, device and computer-readable medium for adjusting system failure

Abstract

The present invention discloses a method, apparatus, device, and computer-readable medium for adjusting system failures, and relates to the field of computer technology. A specific implementation of the method includes: inputting a vehicle disturbance into a vehicle model, wherein the vehicle model is affected by a system failure, and the vehicle disturbance is used to simulate the disturbance experienced by the vehicle during driving; inputting the vehicle disturbance into a vehicle observation model, wherein the vehicle observation model outputs correction parameters for the vehicle model; inputting the correction parameters into a state feedback controller, wherein the state feedback controller outputs fault-tolerant control parameters; and re-inputting the vehicle disturbance and the fault-tolerant control parameters into the vehicle model to correct the system failure in the vehicle model. This implementation can simplify the adjustment of system failures and achieve timely and accurate adjustment of system failures.

Description

Technical Field

[0001] The present invention relates to the field of autonomous driving technology, and in particular to a method, device, equipment, and computer-readable medium for adjusting system failures. Background Art

[0002] With the development of intelligent and electrified vehicles, various by-wire technologies, such as steer-by-wire, brake-by-wire, and drive-by-wire, have been applied to vehicles. This has enabled the large-scale application of various advanced control systems, such as adaptive cruise control (ACC), automatic emergency braking (AEBS), and lane keeping control (LKS).

[0003] During the implementation of the present invention, the inventors discovered at least the following issues with the prior art: Existing active fault-tolerant control systems typically reconfigure the control law or controller based on fault information. This approach requires both precise diagnostic mechanisms and the design of fault-tolerant control algorithms, which is quite complex. Summary of the Invention

[0004] In view of this, embodiments of the present invention provide a method, apparatus, device, and computer-readable medium for adjusting system failures, which can simplify adjusting system failures and achieve timely and accurate adjustment of system failures.

[0005] To achieve the above object, according to one aspect of an embodiment of the present invention, a method for adjusting a system failure is provided, comprising:

[0006] Inputting a vehicle disturbance into a vehicle model, wherein the vehicle model is affected by a system failure, and the vehicle disturbance is used to simulate the disturbance experienced by the vehicle during driving;

[0007] Inputting the vehicle disturbance into a vehicle observation model, wherein the vehicle observation model outputs correction parameters of the vehicle model;

[0008] Inputting the correction parameter into a state feedback controller, the state feedback controller outputs a fault-tolerant control parameter;

[0009] In the vehicle model, the vehicle disturbance and the fault-tolerant control parameters are input again to correct the system fault in the vehicle model.

[0010] The method further comprises:

[0011] In a dynamic observer, a system correction amount is generated based on the vehicle parameters of the vehicle model and the correction parameter;

[0012] The vehicle disturbance, the system correction amount and the fault-tolerant control parameter are input into the vehicle observation model to update the correction parameter.

[0013] The method further comprises:

[0014] The residual of the system fault is evaluated based on the vehicle parameters of the vehicle model and the correction parameters to determine whether to send a system fault alarm message.

[0015] The system failure includes one or more of the following: steering system failure, drive system failure and braking system failure.

[0016] The vehicle parameters of the vehicle model include yaw rate.

[0017] The dynamic observer satisfies disturbance constraints, disturbance residual constraints, fault constraints and system residual constraints.

[0018] The disturbance constraint condition includes that the influence of the vehicle disturbance on the vehicle parameter is less than a preset disturbance influence threshold;

[0019] The disturbance residual constraint condition includes that the influence of the vehicle disturbance on the residual is less than a preset disturbance residual threshold, and the residual is equal to the absolute value of the difference between the vehicle parameter and the correction parameter;

[0020] The fault constraint condition includes that the impact of the system fault on the vehicle parameter is less than a preset fault impact threshold;

[0021] The system residual constraint condition includes that the impact of the system fault on the residual is greater than a preset residual impact threshold.

[0022] The state feedback controller satisfies disturbance constraints, disturbance residual constraints, fault constraints and system residual constraints;

[0023] The disturbance constraint condition includes that the influence of the vehicle disturbance on the vehicle parameter is less than a preset disturbance influence threshold;

[0024] The disturbance residual constraint condition includes that the influence of the vehicle disturbance on the residual is less than a preset disturbance residual threshold, and the residual is equal to the absolute value of the difference between the vehicle parameter of the vehicle model and the correction parameter;

[0025] The fault constraint condition includes that the impact of the system fault on the vehicle parameter is less than a preset fault impact threshold;

[0026] The system residual constraint condition includes that the impact of the system fault on the residual is greater than a preset residual impact threshold.

[0027] According to a second aspect of an embodiment of the present invention, there is provided an apparatus for adjusting a system failure, comprising:

[0028] a vehicle model, configured to receive a vehicle disturbance, and again receive the vehicle disturbance and a fault-tolerant control parameter to correct a system fault in the vehicle model, wherein the vehicle model is affected by the system fault, and wherein the vehicle disturbance is used to simulate a disturbance experienced by the vehicle during travel;

[0029] a vehicle observation model, configured to receive the vehicle disturbance and output correction parameters of the vehicle model;

[0030] The state feedback controller is used to receive the correction parameter and output the fault-tolerant control parameter.

[0031] According to a third aspect of an embodiment of the present invention, there is provided an electronic device for adjusting a system failure, comprising:

[0032] one or more processors;

[0033] a storage device for storing one or more programs,

[0034] When the one or more programs are executed by the one or more processors, the one or more processors implement the above-described method.

[0035] According to a fourth aspect of an embodiment of the present invention, a computer-readable medium is provided, on which a computer program is stored. When the program is executed by a processor, the method described above is implemented.

[0036] One embodiment of the above invention has the following advantages or beneficial effects: a vehicle disturbance is input into a vehicle model affected by a system fault, and the vehicle disturbance is used to simulate the disturbance experienced by the vehicle during driving; the vehicle disturbance is input into a vehicle observation model, which outputs correction parameters for the vehicle model; the correction parameters are input into a state feedback controller, which outputs fault-tolerant control parameters; and the vehicle disturbance and the fault-tolerant control parameters are re-input into the vehicle model to correct the system fault in the vehicle model. This simplifies the adjustment of system faults, enabling timely and accurate adjustment.

[0037] The further effects of the above-mentioned non-conventional optional manner will be described below in conjunction with specific embodiments. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] The accompanying drawings are provided for a better understanding of the present invention and are not intended to limit the present invention.

[0039] Figure 1 is a schematic diagram of the main process of a method for adjusting a system failure according to an embodiment of the present invention;

[0040] Figure 2is an interactive diagram of adjusting a system failure according to an embodiment of the present invention;

[0041] Figure 3 is a schematic diagram of the main structure of an apparatus for adjusting system failure according to an embodiment of the present invention;

[0042] Figure 4 is an exemplary system architecture diagram in which embodiments of the present invention may be applied;

[0043] Figure 5 It is a schematic diagram of the structure of a computer system of a terminal device or a server suitable for implementing an embodiment of the present invention. DETAILED DESCRIPTION

[0044] The following description of exemplary embodiments of the present invention is made in conjunction with the accompanying drawings, in which various details of the embodiments of the present invention are included to facilitate understanding. These details should be considered as merely exemplary. Therefore, it should be appreciated by those skilled in the art that various changes and modifications may be made to the embodiments described herein without departing from the scope and spirit of the present invention. Similarly, for the sake of clarity and conciseness, descriptions of well-known functions and structures are omitted in the following description.

[0045] The widespread adoption of drive-by-wire systems will lead to increasingly complex vehicle electrical and electronic systems, leading to increasingly prominent vehicle safety issues. Typical incidents include Toyota throttle failure, Prius hybrid vehicle brake system failure, and a new energy vehicle breaking down on a highway.

[0046] According to statistics, new energy vehicle fires are still frequent, which has greatly undermined consumer confidence. By tracing the source, the vast majority of fire accidents are related to electronic, electrical and software control issues. Functional safety standards guide the development of vehicle electronic / electrical systems throughout the product life cycle, effectively avoiding failures caused by vehicle electronic / electrical faults or design defects, and play an important role in the development of today's vehicle electronic control systems. The life cycle includes safety management, system development, software and hardware development, and production release.

[0047] Currently, research on the functional safety of steer-by-wire systems primarily focuses on functional safety concept analysis and hardware and software design. Furthermore, most autonomous vehicles currently implement steer-by-wire by modifying their electric power steering systems.

[0048] For example, after conducting a functional safety concept analysis of the Electronic Power Steering (EPS) system, it was determined that the EPS system must meet Automotive Safety Integrity Level (ASIL) D. The functional safety goal is to prevent unexpected steering. The corresponding functional safety requirements include preventing unexpected steering, detecting unexpected steering faults, and switching to a safe state within the Fault Tolerance Time Interval (FTTI).

[0049] Because FTTI is a critical parameter for fault-tolerant control architecture design, it needs to be clearly defined within the functional safety objectives. For example, we further studied FTTI formulation methods and proposed a method combining experiments and controllability indicators to determine the FTTI of the EPS torque sensor.

[0050] During trajectory tracking, intelligent vehicles rely on steer-by-wire systems or electric power steering systems to execute steering commands. In addition to implementing necessary hardware redundancy within the steering system itself, a vehicle-wide steer-by-wire functional safety strategy can also be designed. This strategy leverages advanced fault-tolerant control algorithms and various system functional redundancies to enhance steering system safety.

[0051] For example, for the electric power steering system of autonomous vehicles, the concept of EPS fault tolerance levels was proposed, employing a redundant design approach to address various functional failures. As the fault tolerance level increases, the requirements for redundant design also gradually increase. Another example is the focus on functional safety issues caused by sensor failures in steer-by-wire systems, which led to the design of a fault-tolerant control strategy. The proposed algorithm was validated using software simulation, hardware-in-the-loop (HIL), and real-vehicle testing, demonstrating its practicality.

[0052] To address the complexity inherent in existing independent fault-tolerant control designs, there is a lack of fault-tolerant collaborative control methods for wire-controlled actuation systems. Existing active fault-tolerant control methods for wire-controlled actuation systems typically reconfigure the control law or controller based on fault information. This approach requires both precise diagnostic mechanisms and the design of fault-tolerant control algorithms, resulting in significant complexity.

[0053] In order to reduce the complexity of adjusting system failures, the following technical solutions in the embodiments of the present invention may be adopted.

[0054] See also Figure 1 , Figure 1FIG. 1 is a schematic diagram of the main process of the method for adjusting system failure according to an embodiment of the present invention, wherein the vehicle model is monitored by the vehicle observation model, and the fault-tolerant control parameters output by the state feedback controller are used to adjust the system failure in the vehicle model. Figure 1 As shown, the specific steps include:

[0055] S101. Inputting vehicle disturbance into a vehicle model. The vehicle model is affected by a system failure. The vehicle disturbance is used to simulate the disturbance experienced by the vehicle during driving.

[0056] In an embodiment of the present invention, fault-tolerant collaborative control is applied to the drive-by-wire execution system of an autonomous vehicle. By integrating fault-tolerant control into a unified system, the complexity of the separate design is reduced while ensuring effective control, further contributing to the safety of the autonomous vehicle.

[0057] See also Figure 2 , Figure 2 2 is a schematic diagram of interaction for adjusting system failures according to an embodiment of the present invention. Figure 2 It includes vehicle model, vehicle observation model, state feedback controller, dynamic observer and residual evaluation. As an example, Figure 2 The technical solution is applied to the chassis system, specifically, the chassis system of a vehicle.

[0058] Figure 2 In this paper, vehicle disturbances are input into the vehicle model to simulate the vehicle's driving state. The vehicle model includes system faults. The vehicle model outputs vehicle parameters. The inputs to the vehicle observation model include vehicle disturbances, fault-tolerant control parameters, and correction parameters.

[0059] The residuals are derived from the output parameters of the vehicle model and the vehicle observation model. The residuals are evaluated to determine whether a system failsafe alarm message should be issued. The residuals are input to the dynamic observer, which outputs system corrections. The state feedback controller takes the correction parameters output by the vehicle observation model as input and outputs fault-tolerant control parameters.

[0060] In this embodiment of the present invention, the vehicle model simulates the actual operating state of the vehicle; the vehicle observation model is used to observe the operating state of the vehicle model. Vehicle disturbances simulate the disturbances experienced by the vehicle during driving. For example, vehicle disturbances include wind speed disturbances, road surface disturbances, and temperature disturbances.

[0061] In the specific implementation, it is necessary to first establish a vehicle model. As an example, the vehicle model includes a distributed electric drive vehicle dynamics model.

[0062] To ensure real-time performance and reduce computational burden, the following two assumptions are made for the distributed electric vehicle model:

[0063] (1) The research scope is limited to normal driving conditions, ignoring the vertical motion of the vehicle and only considering the lateral and yaw motions.

[0064] The vehicle's state equation is shown in Formula 1:

[0065]

[0066] In formula 1, M z =(-F xfl +F xfr -F xrl +F yrr )c represents the external yaw moment generated by the longitudinal force of the tires on both sides; m represents the vehicle mass, β represents the sideslip angle of the center of mass, ω z represents the yaw angular velocity, v x Indicates longitudinal speed, I z The vehicle's moment of inertia; a represents the longitudinal distance from the vehicle's center of gravity to the centerline of the front axle; b represents the longitudinal distance from the vehicle's center of gravity to the centerline of the rear axle; c is half the wheelbase; F xfl , is the longitudinal force of the left front wheel of the vehicle; F xfr is the longitudinal force of the right front wheel of the vehicle; F xrl is the longitudinal force of the left rear wheel of the vehicle; F xrr is the longitudinal force of the right rear wheel of the vehicle. yfl is the lateral force of the left front wheel of the vehicle; F yfr is the lateral force of the right front wheel of the vehicle; F yrl is the lateral force of the left rear wheel of the vehicle; F yrr is the lateral force on the right rear wheel of the vehicle. fl is the side slip angle of the left front wheel of the vehicle; α fr is the side slip angle of the right front wheel of the vehicle; α rl is the side slip angle of the left rear wheel of the vehicle; α rr is the side slip angle of the right rear wheel of the vehicle. fl is the left front wheel of the vehicle; fr is the right front wheel of the vehicle; rl is the left rear wheel of the vehicle; rr is the right rear wheel of the vehicle.

[0067] (2) The left and right sides of the vehicle are symmetrical.

[0068] Considering the symmetry between the left and right sides of the vehicle, the longitudinal and lateral forces of the four wheels are combined. Let F yl Indicates the total lateral force of the front wheel, F yr represents the total lateral force on the rear wheel, as shown in Equation 2.

[0069]

[0070] Formula 1 can be further transformed into Formula 3:

[0071]

[0072] For the two-degree-of-freedom vehicle dynamics model, the sideslip angles of the front and rear wheels are shown in Equation 4.

[0073]

[0074] Under normal working conditions, the tire operates approximately in the linear region, and the vehicle lateral force is shown in Formula 5:

[0075] F yi =C i α i ,i=f,r Formula 5

[0076] Among them, C f Represents the cornering stiffness of the front tire, C r The cornering stiffness of the rear tires. Select the state x0 = [β, ω2] T , then combine the above formula 3, formula 4 and formula 5 to obtain formula 6:

[0077]

[0078] in, C0=

[01] .

[0079] According to the above scheme, Formula 6 represents the vehicle model.

[0080] For smart electric vehicles, actuators such as drive / brake and steering are controlled by an onboard computing platform or single-chip microcomputer via a bus. If a wire-controlled actuator system fails and lacks fault-tolerant control, the consequences will be disastrous.

[0081] Currently, the probability of failure in a drive-by-wire system is much higher than that in a mechanical system. Therefore, it is necessary to consider the impact of failures during vehicle modeling. Based on Equation 6, actuator failure f is introduced. Actuator failure is also a system failure, as shown in Equation 7.

[0082]

[0083] The actuator fault type is represented by the coefficient matrix B f Decision, if B f = B0, the fault injected is the steering system fault; if B f =B M0 , then the injected fault is a drive / brake system fault. It can be understood that the system fault includes one or more of the following: steering system fault, drive system fault and brake system fault.

[0084] At this point, the vehicle model including system failures is established, namely Formula 7.

[0085] In this embodiment of the present invention, the vehicle model affected by the system failure inevitably causes changes in the vehicle dynamics state parameters compared to the unaffected vehicle model. Therefore, the problem of fault-tolerant coordinated control for system failures can be transformed into a closed-loop control problem for tracking errors in the vehicle dynamics state parameters.

[0086] Set the desired tracking signal to S d , define a new state quantity in, Then the dynamic state parameter tracking error system can be expressed as formula 7:

[0087]

[0088] Among them, u is the fault-tolerant control parameter, d is the expected input disturbance, i.e., the vehicle disturbance, and f is the system fault. The system matrix, input matrix, and output matrix are as follows:

[0089] C=[0,0,1],E=[0,0,1].

[0090] Based on Formula 7, the dynamic state parameter tracking control observation model, namely the vehicle observation model Formula 8, is established:

[0091]

[0092] Where n(t) is a correction parameter. In an embodiment of the present invention, a dynamic observer is introduced to correct the residual. Specifically, the dynamic observer can be a dynamic equation of the correction parameter, as shown in Formula 9:

[0093]

[0094] Among them, r(t) is the residual of the tracking error integral of the dynamic state parameters, (A d ,B d ,C d ,D d ) is the coefficient of the dynamic observer to be determined. The following mathematical model is established for the state feedback controller, as shown in Formula 10:

[0095]

[0096] Where K is the gain coefficient of the fault-tolerant controller to be determined. Combining the above formulas, we can obtain the tracking error closed-loop control system, formula 11:

[0097]

[0098] in,

[0099] The problem in Equation 9 is called the applied stochastic flow duration curve (SFDC) problem. The SFDC problem is transformed into solving a dynamic observer and state feedback controller such that the closed-loop system is asymptotically stable and the impact of vehicle disturbances d on both vehicle parameters Z(t) and residual r(t) is minimized. System faults f have minimal impact on vehicle parameters Z(t) and maximize their impact on residual r(t).

[0100] Specifically, it is to solve a dynamic observer (A d ,B d ,C d ,D d ) and the state feedback controller gain coefficient K, so that the closed-loop system Equation 11 is stable and meets the performance indicators of vehicle disturbance d and system fault f, as shown in Equation 12:

[0101]

[0102]

[0103]

[0104]

[0105] It should be noted that γ1, γ2, γ3, and γ4 are known empirical values. sup refers to the upper bound function, and inf refers to the lower bound function.

[0106] In one embodiment of the present invention, it can be understood that: a dynamic observer (A d ,B d ,C d ,D d ) must satisfy Formula 12. The four formulas in Formula 12 can be understood as four constraints. The four constraints, from top to bottom in Formula 12, correspond to the following: disturbance constraint, disturbance residual constraint, fault constraint, and system residual constraint.

[0107] That is, the dynamic observer satisfies the disturbance constraints, disturbance residual constraints, fault constraints and system residual constraints.

[0108] Specifically, This can be called a disturbance constraint condition, which includes that the impact of vehicle disturbances on vehicle parameters is less than a preset disturbance impact threshold, where the preset disturbance impact threshold is related to γ1.

[0109] This can be called a disturbance residual constraint condition, which requires that the impact of vehicle disturbance on the residual is less than a preset disturbance residual threshold, where the preset disturbance residual threshold is related to γ2.

[0110] This can be called a fault constraint condition, which includes the impact of system faults on vehicle parameters being less than a preset fault impact threshold, where the preset fault impact threshold is related to γ3.

[0111] This can be called a residual constraint condition, which includes that the impact of system failure on the residual is greater than a preset residual impact threshold, wherein the preset residual impact threshold γ4 is related.

[0112] For the state feedback controller, combined with the mathematical model of formula 10, it can be seen that the unknown parameter of the state feedback controller is K.

[0113] To solve Equation 11, we get (A d ,B d ,C d ,D d ) and K, need to satisfy disturbance constraints, disturbance residual constraints, fault constraints and system residual constraints.

[0114] It can be seen that the solution of K also needs to satisfy the disturbance constraints, disturbance residual constraints, fault constraints and system residual constraints, that is, the state feedback controller satisfies the disturbance constraints, disturbance residual constraints, fault constraints and system residual constraints.

[0115] In the embodiment of the present invention, when a system failure occurs in the vehicle system, it will inevitably cause changes in the vehicle dynamics state parameters, and thus a residual will be generated between the output parameters of the vehicle model and the output parameters of the vehicle observation model.

[0116] In order to detect whether the vehicle model has a fault, it is necessary to set the residual evaluation function and the residual threshold. Set the residual function shown in formula 12 and preset the residual threshold J th :

[0117]

[0118] When J>J th When J≤J th , it is considered safe.

[0119] In the embodiment of the present invention, the residual of the system fault is evaluated based on the output parameters of the vehicle model and the correction parameters output by the vehicle observation model to determine whether to send a system fault alarm message.

[0120] Specifically, the residual error r(t) of the system fault is determined based on the difference between the vehicle parameters and the correction parameters. After calculating the residual evaluation function according to Formula 12, the residual evaluation function is compared with the residual threshold to determine whether to send a system fault alarm message. For example, if the residual evaluation function is greater than the residual threshold, a system fault alarm message is sent; if the residual evaluation function is less than or equal to the residual threshold, no system fault alarm message is sent.

[0121] In the above embodiment, a vehicle model including system faults (Formula 7) is established, a vehicle observation model (Formula 8) is established, a dynamic observer (Formula 9) is established, and a state feedback controller (Formula 10) is established.

[0122] It can be understood that the vehicle model, the vehicle observation model, the dynamic observer and the state feedback controller can all be implemented in the form of mathematical models.

[0123] Ideally, the vehicle model does not include disturbances, but in practice, vehicle disturbances are essential to the vehicle model. Therefore, it is necessary to input vehicle disturbances into the vehicle model affected by system failures.

[0124] In the embodiment of the present invention, the system failure includes one or more of the following: steering system failure, drive system failure, and brake system failure. In other words, the solution in the embodiment of the present invention is applicable to the above-mentioned multiple system failures.

[0125] S102 : Input the vehicle disturbance into the vehicle observation model, and the vehicle observation model outputs correction parameters of the vehicle model.

[0126] In an embodiment of the present invention, a vehicle observation model is used to monitor a vehicle model. For example, the vehicle observation model may have input parameters that are vehicle disturbances, and output parameters that are correction parameters. For example, the correction parameters may include the output parameters of the vehicle model that are not affected by the system fault.

[0127] In this way, by comparing the output parameters of the vehicle model and the output parameters of the vehicle observation model, the residual error can be obtained.

[0128] S103: Input the correction parameter into the state feedback controller, and the state feedback controller outputs the fault-tolerant control parameter.

[0129] In this embodiment of the present invention, the correction parameters are used to correct system failures. Specifically, the correction parameters are input into a state feedback controller. The state feedback controller is used to reflect the state of the vehicle model. For example, if the vehicle model is significantly affected by a system failure, the vehicle model is adjusted promptly; if the vehicle model is less affected by a system failure, the vehicle model is slightly adjusted or not adjusted at all.

[0130] In the specific practice, the fault-tolerant control parameters are used as parameters to adjust the vehicle model. The correction parameters are input into the state feedback controller, and the state feedback controller outputs the fault-tolerant control parameters.

[0131] S104: Re-input vehicle disturbance and fault-tolerant control parameters into the vehicle model to correct system faults in the vehicle model.

[0132] To correct for systemic faults in the vehicle model, fault-tolerant control parameters need to be input into the vehicle model. Vehicle disturbances are input parameters to the vehicle model. Furthermore, vehicle disturbances and fault-tolerant control parameters are input into the vehicle model to correct for systemic faults in the vehicle model.

[0133] It is understandable that, in the process of correcting the system fault, the vehicle observation model is always monitoring the vehicle model. In order to improve the accuracy of monitoring the vehicle model, the vehicle observation model needs to be adjusted.

[0134] In one embodiment of the present invention, a dynamic observer is used to adjust the vehicle observation model. In other words, the dynamic observer is used to adjust the vehicle observation model.

[0135] As an example, the dynamic observer generates system corrections based on the vehicle parameters of the vehicle model and the correction parameters output by the vehicle observation model. These corrections are then fed into the vehicle observation model to update the correction parameters. Specifically, the vehicle disturbance, system corrections, and fault-tolerant control parameters are fed into the vehicle observation model to update the correction parameters.

[0136] It can be understood that when the vehicle observation model is run for the first time, that is, when the correction parameter is 0, the input parameter of the vehicle observation model includes the vehicle disturbance, and the output parameter of the vehicle observation model includes the correction parameter.

[0137] When the vehicle observation model is not running for the first time, that is, when correction parameters are present, the input parameters of the vehicle observation model include vehicle disturbances, system corrections, and fault-tolerant control parameters, and the output parameters of the vehicle observation model include the correction parameters. It should be noted that the correction parameters are updated parameters.

[0138] In the above embodiment, a vehicle with a system fault is described by a vehicle model, and the state of the vehicle model is monitored in real time by a vehicle observation model. During vehicle operation, the system fault in the vehicle model is modified using the fault-tolerant control parameters output by the state feedback device.

[0139] In addition, in order to ensure the accuracy of vehicle observation model in monitoring vehicles, the correction parameters are updated through the dynamic observer.

[0140] The following uses a steering system failure as an example to illustrate the technical solution in the embodiment of the present invention.

[0141] Considering that the steer-by-wire system directly affects the lateral stability of the vehicle and is a safety-critical system, this paper takes the steer-by-wire system as the research object and conducts applied research on fault-tolerant cooperative control.

[0142] Since the vehicle longitudinal velocity varies with time, the system matrix in Equation 11 is time-varying. To this end, a linear variable parameter method is used to establish a vehicle model, and a parameter-dependent dynamic observer and state feedback controller are established.

[0143] The following is an exemplary description of establishing a vehicle model.

[0144] Without loss of generality, let the vehicle longitudinal velocity be Therefore, 1 / v x In the interval Internal variation, 1 / v x 2 In the interval Internal changes. Select the scheduling variable ρ=1 / v x , the variable parameter linear (LPV) model of the vehicle can be expressed as Equation 13:

[0145]

[0146] Where A0(ρ)={A 01 ,A 02}, B0(ρ)={B 01 ,B 02}.

[0147] Let the scheduling variable coefficient be α1+α2=1. Formula 13 can be changed to Formula 14:

[0148]

[0149] in,

[0150] At this point, the vehicle model, namely Formula 14, is established.

[0151] Considering that the steering system directly affects the vehicle's lateral motion, which can be characterized by yaw rate and sideslip angle, existing vehicles typically only have yaw rate available for measurement using low-cost sensors. Therefore, the fault-tolerant control problem for steer-by-wire system failures is transformed into a yaw rate tracking error control problem.

[0152] It is understood that, when the system failure includes a steering system failure, the vehicle parameters of the vehicle model include the yaw rate, and the vehicle is monitored by monitoring the yaw rate.

[0153] In one embodiment of the present invention, the vehicle may be monitored for drive system failures and brake system failures by monitoring the yaw angular velocity.

[0154] Specifically, the desired tracking signal is set to the yaw angular velocity ω d , define a new state quantity Where ξ1=x0, The yaw rate tracking control system can be expressed as formula 15:

[0155]

[0156] Where u is the fault-tolerant control input, d is the desired disturbance input (i.e., vehicle disturbance), and f is the steer-by-wire system fault. The system matrix, input matrix, and output matrix are shown below:

[0157] A(ρ)={A1,A2},B2={B 21 ,B 22}, B3={B 31 ,B 32},

[0158]

[0159] C=[0,0,1].

[0160] The yaw rate tracking control observation model shown in Formula 16, namely the vehicle observation model, is established:

[0161]

[0162] in, is the state observable, is the vehicle observation model output, r(t) is the residual of the yaw rate tracking error, and n(t) is the correction variable.

[0163] A parameter-dependent dynamic observer is introduced to correct the residual. Specifically, the dynamic observer can be a dynamic equation of the correction parameter, as shown in Formula 17:

[0164]

[0165] Among them, (A d (ρ),B d (ρ),C d (ρ),D d(ρ)) is the dynamic observer parameter to be determined, which is related to the scheduling variable ρ. Set the state feedback controller as shown in Equation 18:

[0166]

[0167] Where K(ρ) is the gain coefficient of the fault-tolerant controller to be determined. Select the new state vector Entering Equation 15 yields the closed-loop system shown in Equation 19.

[0168]

[0169] in,

[0170] The fault-tolerant tracking control problem can be transformed into finding a parameter-dependent dynamic observer and a state feedback controller so that the closed-loop system (Formula 19) is stable, the vehicle input disturbance d has the least impact on the controlled output z(t) and the residual r(t), and the system fault f has the least impact on the controlled output z(t) and the greatest impact on the residual r(t).

[0171] Specifically, it is to solve the parameter-dependent dynamic observer (A d (ρ),B d (ρ),C d (ρ),D d (ρ)) and the state feedback controller gain coefficient K(ρ), so that the closed-loop system, i.e., Formula 19, is stable and meets the performance index of disturbance d and the performance index of system fault f, i.e., Formula 12.

[0172] In order to simplify the fault sensitivity index ||G in Formula 12 rf ||, introduce dynamic filter W f Convert it into standard H ∞ Model matching, as shown in Equation 20.

[0173] ||W f -G rf (s)|| ∞ <γ4 Formula 20

[0174] in, A F is the Hurwitz matrix

[0175]

[0176] in,

[0177]

[0178] It should be noted that Formula 20 and Formula 21 are parameters introduced to simplify the calculation.

[0179] After the system failure in the vehicle model is adjusted using the technical solution in the embodiment of the present invention, the driving force can be distributed in the following manner.

[0180] Specifically, the four-wheel drive force needs to meet the following three conditions:

[0181] Condition 1: Meet the longitudinal driving force requirements of the vehicle.

[0182] Condition 2: Satisfy the yaw torque requirement for fault-tolerant control.

[0183] Condition 3: Satisfy the constraints of the motor's external characteristics.

[0184] The following driving force distribution formula can be easily derived, as shown in Formula 21-Formula 26:

[0185]

[0186]

[0187]

[0188]

[0189] T x(fl,fr,rl,rr) =sign(T x(fl,fr,rl,rr) )·min(abs(T x(fl,fr,rl,rr) ),T xmax ) Formula 25

[0190]

[0191] Among them, T xfl Represents the longitudinal driving torque of the left front wheel of the vehicle, T xfr Represents the longitudinal driving torque of the right front wheel of the vehicle, T xrl Represents the longitudinal driving torque of the left rear wheel of the vehicle, T xrr Represents the longitudinal driving torque of the right rear wheel of the vehicle. xmax is the motor external characteristic torque, r represents the wheel radius, C d represents the wheel radius and A represents the vehicle's frontal area.

[0192] In the above-described embodiment of the present invention, vehicle disturbances are input into a vehicle model affected by system faults, and the vehicle disturbances are used to simulate the disturbances encountered by the vehicle during travel. The vehicle disturbances are then input into a vehicle observation model, which outputs correction parameters for the vehicle model. The correction parameters are then input into a state feedback controller, which outputs fault-tolerant control parameters. The vehicle disturbances and the fault-tolerant control parameters are then re-input into the vehicle model to correct the system faults in the vehicle model. This simplifies the adjustment of system faults, enabling timely and accurate adjustment.

[0193] The fault-tolerant cooperative control problem is transformed into a vehicle dynamics state parameter tracking error control problem. By designing a dynamic observer and a state feedback controller, residual estimation and control correction are realized, thereby realizing fault-tolerant cooperative control of the wire-controlled execution system.

[0194] See also Figure 3 , Figure 3 Schematic diagram of the main structure of the device for adjusting system failure according to an embodiment of the present invention. The device for adjusting system failure can implement a method for adjusting system failure, such as Figure 3 As shown, the device for adjusting system failure specifically includes:

[0195] A vehicle model 301 is configured to receive a vehicle disturbance, and further receive the vehicle disturbance and a fault-tolerant control parameter to correct a system fault in the vehicle model, wherein the vehicle model is affected by the system fault, and the vehicle disturbance is used to simulate a disturbance experienced by the vehicle during driving;

[0196] A vehicle observation model 302, configured to receive the vehicle disturbance and output correction parameters of the vehicle model;

[0197] The state feedback controller 303 is configured to receive the correction parameter and output the fault-tolerant control parameter.

[0198] In one embodiment of the present invention, the apparatus further comprises a dynamic observer 304 for generating a system correction value based on the vehicle parameters of the vehicle model and the correction parameter;

[0199] The vehicle disturbance, the system correction amount and the fault-tolerant control parameters are input into the vehicle observation model to update the correction parameters.

[0200] In one embodiment of the present invention, a residual evaluation module 305 is further included, which is used to evaluate the residual of the system fault according to the vehicle parameters of the vehicle model and the correction parameters to determine whether to send a system fault alarm message.

[0201] In one embodiment of the present invention, the system failure includes one or more of the following: a steering system failure, a drive system failure, and a braking system failure.

[0202] In one embodiment of the present invention, the vehicle parameters of the vehicle model include yaw rate.

[0203] In one embodiment of the present invention, the dynamic observer 304 satisfies disturbance constraints, disturbance residual constraints, fault constraints, and system residual constraints.

[0204] The disturbance constraint condition includes that the influence of the vehicle disturbance on the vehicle parameter is less than a preset disturbance influence threshold;

[0205] The disturbance residual constraint condition includes that the influence of the vehicle disturbance on the residual is less than a preset disturbance residual threshold, and the residual is equal to the absolute value of the difference between the vehicle parameter and the correction parameter;

[0206] The fault constraint condition includes that the impact of the system fault on the vehicle parameter is less than a preset fault impact threshold;

[0207] The residual constraint condition includes that the impact of the system fault on the residual is greater than a preset residual impact threshold.

[0208] In one embodiment of the present invention, the state feedback controller 303 satisfies the disturbance constraint condition, the disturbance residual constraint condition, the fault constraint condition and the system residual constraint condition;

[0209] The disturbance residual constraint condition includes that the influence of the vehicle disturbance on the residual is less than a preset disturbance residual threshold, and the residual is equal to the absolute value of the difference between the vehicle parameter and the correction parameter;

[0210] The fault constraint condition includes that the impact of the system fault on the vehicle parameter is less than a preset fault impact threshold;

[0211] The residual constraint condition includes that the impact of the system fault on the residual is greater than a preset residual impact threshold.

[0212] Figure 4 An exemplary system architecture 400 is shown to which the method or apparatus for adjusting system failure according to the embodiments of the present invention may be applied.

[0213] like Figure 4As shown, system architecture 400 may include terminal devices 401, 402, 403, a network 404, and a server 405. Network 404 is used to provide a medium for communication links between terminal devices 401, 402, 403 and server 405. Network 404 may include various connection types, such as wired or wireless communication links or fiber optic cables.

[0214] Users can use terminal devices 401, 402, and 403 to interact with server 405 via network 404 to receive or send messages, etc. Terminal devices 401, 402, and 403 can be installed with various communication client applications, such as shopping applications, web browser applications, search applications, instant messaging tools, email clients, social platform software, etc. (only as examples).

[0215] The terminal devices 401 , 402 , and 403 may be various electronic devices having a display screen and supporting web browsing, including but not limited to smart phones, tablet computers, laptop computers, and desktop computers.

[0216] Server 405 may be a server that provides various services, such as a backend management server (for example only) that supports shopping websites browsed by users using terminal devices 401, 402, and 403. The backend management server may analyze and process received data such as product information query requests, and feed back processing results (for example, target push information and product information—for example only) to the terminal device.

[0217] It should be noted that the method for adjusting system failures provided in the embodiment of the present invention is generally executed by the server 405 , and accordingly, the device for adjusting system failures is generally provided in the server 405 .

[0218] It should be understood that Figure 4 The number of terminal devices, networks and servers in the embodiment is merely illustrative. Any number of terminal devices, networks and servers may be provided as required.

[0219] Reference below Figure 5 , which shows a schematic structural diagram of a computer system 500 of a terminal device suitable for implementing an embodiment of the present invention. Figure 5 The terminal device shown is only an example and should not bring any limitation to the functions and scope of use of the embodiments of the present invention.

[0220] like Figure 5As shown, the computer system 500 includes a central processing unit (CPU) 501, which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 502 or a program loaded from a storage unit 508 into a random access memory (RAM) 503. Various programs and data required for the operation of the system 500 are also stored in the RAM 503. The CPU 501, ROM 502, and RAM 503 are connected to each other via a bus 504. An input / output (I / O) interface 505 is also connected to the bus 504.

[0221] The following components are connected to the I / O interface 505: an input section 506 including a keyboard, a mouse, and the like; an output section 507 including devices such as a cathode ray tube (CRT), a liquid crystal display (LCD), and a speaker; a storage section 508 including a hard disk; and a communication section 509 including a network interface card such as a LAN card or a modem. The communication section 509 performs communication processing via a network such as the Internet. A drive 510 is also connected to the I / O interface 505 as needed. A removable medium 511, such as a magnetic disk, an optical disk, a magneto-optical disk, or a semiconductor memory, is installed in the drive 510 as needed, so that computer programs read therefrom can be installed into the storage section 508 as needed.

[0222] In particular, according to the embodiments disclosed in the present invention, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, the embodiments disclosed in the present invention include a computer program product comprising a computer program carried on a computer-readable medium, the computer program comprising program code for executing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from a network via the communication section 509, and / or installed from a removable medium 511. When the computer program is executed by the central processing unit (CPU) 501, the above-mentioned functions defined in the system of the present invention are performed.

[0223] It should be noted that the computer-readable medium described in the present invention can be a computer-readable signal medium or a computer-readable storage medium, or any combination thereof. A computer-readable storage medium can be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of computer-readable storage media can include, but are not limited to, an electrical connection having one or more conductors, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination thereof. In the present invention, a computer-readable storage medium can be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, apparatus, or device. In the present invention, a computer-readable signal medium can include a data signal propagated in baseband or as part of a carrier wave, carrying computer-readable program code. This propagated data signal can take a variety of forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. A computer-readable signal medium may also be any computer-readable medium other than a computer-readable storage medium that can transmit, propagate, or transport a program for use by or in conjunction with an instruction execution system, apparatus, or device. Program code embodied on a computer-readable medium may be transmitted using any suitable medium, including but not limited to wireless, wireline, optical fiber cable, RF, or any suitable combination thereof.

[0224] The flowcharts and block diagrams in the accompanying drawings illustrate the possible implementation architecture, functions and operations of the systems, methods and computer program products according to various embodiments of the present invention. In this regard, each box in the flowchart or block diagram can represent a module, program segment, or a part of code, and the above-mentioned module, program segment, or a part of code contains one or more executable instructions for implementing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the box can also occur in an order different from that marked in the accompanying drawings. For example, two boxes represented in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram or flowchart, and the combination of boxes in the block diagram or flowchart, can be implemented with a dedicated hardware-based system that performs the specified function or operation, or can be implemented with a combination of dedicated hardware and computer instructions.

[0225] The modules involved in the embodiments of the present invention may be implemented in software or in hardware. The modules described may also be provided in a processor, for example, they may be described as: a processor including a vehicle model, a vehicle observation model, and a state feedback controller, wherein the names of these modules do not, in some cases, constitute limitations on the modules themselves, for example, the vehicle model may also be described as a "vehicle model for receiving vehicle disturbances, and again receiving vehicle disturbances and fault-tolerant control parameters to correct system faults in the vehicle model, the vehicle model being affected by system disturbances, the vehicle model being affected by system disturbances, the vehicle disturbances being used to simulate disturbances received during vehicle driving; to correct system faults in the vehicle model, the vehicle model including system disturbances".

[0226] As another aspect, the present invention further provides a computer-readable medium, which may be included in the device described in the above embodiments, or may exist independently without being incorporated into the device. The computer-readable medium carries one or more programs, and when the one or more programs are executed by the device, the device includes:

[0227] Inputting a vehicle disturbance into a vehicle model, wherein the vehicle model is affected by a system failure, and the vehicle disturbance is used to simulate the disturbance experienced by the vehicle during driving;

[0228] Inputting the vehicle disturbance into a vehicle observation model, wherein the vehicle observation model outputs correction parameters of the vehicle model;

[0229] Inputting the correction parameter into a state feedback controller, the state feedback controller outputs a fault-tolerant control parameter;

[0230] In the vehicle model, the vehicle disturbance and the fault-tolerant control parameters are input again to correct the system fault in the vehicle model.

[0231] According to the technical solution of an embodiment of the present invention, vehicle disturbances are input into a vehicle model affected by system faults, and the vehicle disturbances are used to simulate the disturbances encountered by the vehicle during driving. The vehicle disturbances are then input into a vehicle observation model, which outputs correction parameters for the vehicle model. The correction parameters are then input into a state feedback controller, which outputs fault-tolerant control parameters. The vehicle disturbances and the fault-tolerant control parameters are then re-input into the vehicle model to correct the system faults in the vehicle model. This simplifies the adjustment of system faults, enabling timely and accurate adjustment.

[0232] The above specific embodiments do not limit the scope of protection of the present invention. Those skilled in the art will appreciate that various modifications, combinations, sub-combinations, and substitutions may occur depending on design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention are intended to be included within the scope of protection of the present invention.

Claims

1. A method for adjusting system failure, characterized in that: include: Inputting a vehicle disturbance into a vehicle model, wherein the vehicle model is affected by a system failure, and the vehicle disturbance is used to simulate the disturbance experienced by the vehicle during driving; Inputting the vehicle disturbance into a vehicle observation model, wherein the vehicle observation model outputs correction parameters of the vehicle model; The correction parameter is input into a state feedback controller, and the state feedback controller outputs a fault-tolerant control parameter; the state feedback controller satisfies a disturbance constraint, a disturbance residual constraint, a fault constraint, and a system residual constraint; the disturbance constraint includes that the influence of the vehicle disturbance on the vehicle parameter is less than a preset disturbance influence threshold; the disturbance residual constraint includes that the influence of the vehicle disturbance on the residual is less than a preset disturbance residual threshold, and the residual is equal to the absolute value of the difference between the vehicle parameter of the vehicle model and the correction parameter; the fault constraint includes that the influence of the system fault on the vehicle parameter is less than a preset fault influence threshold; the system residual constraint includes that the influence of the system fault on the residual is greater than a preset residual influence threshold; In the vehicle model, the vehicle disturbance and the fault-tolerant control parameters are input again to correct the system fault in the vehicle model.

2. The method for adjusting system failure according to claim 1, characterized in that: The method further comprises: In a dynamic observer, a system correction amount is generated based on the vehicle parameters of the vehicle model and the correction parameter; The vehicle disturbance, the system correction amount and the fault-tolerant control parameter are input into the vehicle observation model to update the correction parameter.

3. The method for adjusting system failure according to claim 1, characterized in that: The method further comprises: The residual of the system fault is evaluated based on the vehicle parameters of the vehicle model and the correction parameters to determine whether to send a system fault alarm message.

4. The method for adjusting system failure according to claim 1, characterized in that: The system failure includes one or more of the following: steering system failure, drive system failure and braking system failure.

5. The method for adjusting system failure according to claim 2, characterized in that: The vehicle parameters of the vehicle model include yaw rate.

6. The method for adjusting system failure according to claim 2, characterized in that: The dynamic observer satisfies disturbance constraints, disturbance residual constraints, fault constraints and system residual constraints. The disturbance constraint condition includes that the influence of the vehicle disturbance on the vehicle parameter is less than a preset disturbance influence threshold; The disturbance residual constraint condition includes that the influence of the vehicle disturbance on the residual is less than a preset disturbance residual threshold, and the residual is equal to the absolute value of the difference between the vehicle parameter and the correction parameter; The fault constraint condition includes that the impact of the system fault on the vehicle parameter is less than a preset fault impact threshold; The system residual constraint condition includes that the impact of the system fault on the residual is greater than a preset residual impact threshold.

7. A device for adjusting system failure, characterized in that: include: a vehicle model, configured to receive a vehicle disturbance, and again receive the vehicle disturbance and a fault-tolerant control parameter to correct a system fault in the vehicle model, wherein the vehicle model is affected by the system fault, and wherein the vehicle disturbance is used to simulate a disturbance experienced by the vehicle during travel; a vehicle observation model, configured to receive the vehicle disturbance and output correction parameters of the vehicle model; A state feedback controller is used to receive the correction parameter and output the fault-tolerant control parameter; the state feedback controller satisfies disturbance constraints, disturbance residual constraints, fault constraints and system residual constraints; the disturbance constraints include that the impact of the vehicle disturbance on the vehicle parameters is less than a preset disturbance impact threshold; the disturbance residual constraints include that the impact of the vehicle disturbance on the residual is less than a preset disturbance residual threshold, and the residual is equal to the absolute value of the difference between the vehicle parameter of the vehicle model and the correction parameter; the fault constraints include that the impact of the system fault on the vehicle parameter is less than a preset fault impact threshold; the system residual constraints include that the impact of the system fault on the residual is greater than a preset residual impact threshold.

8. An electronic device for adjusting system failure, characterized in that: include: one or more processors; a storage device for storing one or more programs, When the one or more programs are executed by the one or more processors, the one or more processors implement the method according to any one of claims 1 to 6.

9. A computer-readable medium having a computer program stored thereon, characterized in that: When the program is executed by a processor, the method according to any one of claims 1 to 6 is implemented.

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