Vehicle driving mode management control method, device, equipment and storage medium

Abstract

The present application belongs to the technical field of vehicle control, and discloses a vehicle driving mode management control method, device, equipment and storage medium. The method comprises the following steps: when a driving mode request message sent by an automatic driving controller is received, collecting a vehicle control signal; determining a current driving mode according to the driving mode request message and the vehicle control signal; determining a target control mode according to the current driving mode, and performing vehicle safety control through the target control mode. Through the above-mentioned mode, the current driving mode of the vehicle is determined according to the driving mode request message sent by the automatic driving controller, and different target control modes are determined according to the differences of the current driving mode, so that different safety controls can be performed on the vehicle corresponding to the control, the switching of the driving mode is more smooth and can be automatically switched, the safety control of the vehicle can be comprehensively judged by combining artificial and automatic driving multiple logics, and the safety of vehicle driving and automatic driving is improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle control, in particular to a vehicle driving mode management control method, device, equipment and storage medium. BACKGROUND

[0002] General vehicles, EBS electronic brake system, EECU engine electronic control system, EHPS intelligent electro-hydraulic steering machine system, BCM vehicle body controller, AMT automatic transmission system, retarder, in-cylinder brake, etc. do not recognize the automatic driving state, and cannot realize the smooth switching of the drive-by-wire chassis driving mode according to the ADU driving mode demand. The ADU automatic driving controller can only control the drive-by-wire through the existing interface of the actuator, that is, the corresponding control message is sent to directly control each actuator of the drive-by-wire chassis, and the safety level is low. At present, the safety of the drive-by-wire chassis completely depends on the control logic of the ADU automatic driving controller or the horizontal and vertical actuators, and in extreme conditions, problems such as excessive steering may occur, such as the control logic of a certain intelligent electro-hydraulic steering machine without angular velocity rate limit and motor torque limit. When the external interface receives an excessively large steering angle control demand, the vehicle may overturn and lose control.

[0003] The above content is only used to assist in understanding the technical solutions of the present application and does not represent the acknowledgement of the above content as prior art. SUMMARY

[0004] The main purpose of the present application is to provide a vehicle driving mode management control method, device, equipment and storage medium, which aims to solve the technical problem that the vehicle driving mode switching of the prior art is not smooth enough, resulting in safety problems of the vehicle relying on single logic control.

[0005] To achieve the above purpose, the present application provides a vehicle driving mode management control method, which comprises the following steps:

[0006] When receiving the driving mode request message sent by the automatic driving controller, collecting vehicle control signals;

[0007] Determining the current driving mode according to the driving mode request message and the vehicle control signal;

[0008] According to the current driving mode, determine the target control mode, and perform vehicle safety control through the target control mode.

[0009] Optionally, when receiving the driving mode request message sent by the automatic driving controller, collecting vehicle control signals, comprising:

[0010] When detecting that the whole vehicle is powered on and started, collecting the hard-wire switch signal;

[0011] According to the hard-wired switch signal, a smart driving trigger state bit message is generated and sent to an automatic driving controller, and a driving mode request message fed back by the automatic driving controller based on the smart driving trigger state bit message is received;

[0012] When receiving the driving mode request message sent by the automatic driving controller, a vehicle control signal is collected.

[0013] Optionally, the current driving mode is determined according to the driving mode request message and the vehicle control signal, comprising:

[0014] The request driving mode is determined according to the driving mode request message;

[0015] The vehicle control signal is compared with a preset condition;

[0016] The response driving state is determined according to the comparison result;

[0017] The driving mode flag bit is determined according to the response driving state and the request driving mode;

[0018] The current driving mode is determined according to the driving mode flag bit.

[0019] Optionally, the target control mode comprises: a wire control message arbitration management;

[0020] The target control mode is determined according to the current driving mode, and vehicle safety control is performed through the target control mode, comprising:

[0021] When receiving the wire control control message sent by the automatic driving controller, the wire control control message is data-extracted according to the current driving mode to obtain byte data information;

[0022] The target control mode is determined as converting the wire control control message into an identifiable message according to the byte data information and sending it to an actuator, so as to realize wire control message arbitration management of vehicle safety control through the target control mode.

[0023] Optionally, the target control mode comprises: vehicle gear management;

[0024] The target control mode is determined according to the current driving mode, and vehicle safety control is performed through the target control mode, comprising:

[0025] When receiving the manual gear handle message, a wire control gear message is obtained;

[0026] The target gear message is determined according to the wire control gear message, the manual gear handle message and the current driving mode;

[0027] determining a target control mode according to the target gear message;

[0028] sending the target gear message to a gearbox through the target control mode to complete vehicle safety control of vehicle gear management.

[0029] Optionally, the target control mode includes pedal opening degree coupling management.

[0030] determining a target control mode according to the current driving mode, and performing vehicle safety control through the target control mode, including:

[0031] determining a throttle control strategy and a current automatic pedal message according to the current driving mode;

[0032] when receiving a manual pedal message, determining a target throttle message according to the throttle control strategy, the current automatic pedal message and the pedal message;

[0033] determining a target control mode according to the target throttle message;

[0034] sending the target throttle message to an engine through the target control mode to realize vehicle safety control of pedal opening degree coupling management.

[0035] Optionally, the target control mode includes redundant safety boundary control.

[0036] determining a target control mode according to the current driving mode, and performing vehicle safety control through the target control mode, including:

[0037] when the current driving mode is an automatic driving mode, obtaining safety boundary information;

[0038] determining a target control mode as limiting a steering angle and a steering angular velocity of an intelligent electro-hydraulic steering module according to the safety boundary information to realize redundant safety boundary control of vehicle safety control through the target control mode.

[0039] In addition, to achieve the above-mentioned purpose, the application further provides a vehicle driving mode management control device, which comprises:

[0040] a signal acquisition module, configured to acquire vehicle control signals when receiving a driving mode request message issued by an automatic driving controller;

[0041] a mode determination module, configured to determine a current driving mode according to the driving mode request message and the vehicle control signals;

[0042] a vehicle control module, configured to determine a target control mode according to the current driving mode, and perform vehicle safety control through the target control mode.

[0043] Further, in order to achieve the above object, the present application also provides a vehicle driving mode management control device, comprising a memory, a processor and a vehicle driving mode management control program stored in the memory and executable on the processor, the vehicle driving mode management control program being configured to implement the steps of the vehicle driving mode management control method as described above.

[0044] Further, in order to achieve the above object, the present application also provides a storage medium, the storage medium storing a vehicle driving mode management control program, the vehicle driving mode management control program being executable on a processor to implement the steps of the vehicle driving mode management control method as described above.

[0045] When the driving mode request packet issued by the automatic driving controller is received, the vehicle control signal is collected; the current driving mode is determined according to the driving mode request packet and the vehicle control signal; the target control mode is determined according to the current driving mode, and the vehicle safety control is performed through the target control mode. In this way, the current driving mode of the vehicle is determined according to the driving mode request packet issued by the automatic driving controller, and different target control modes are determined according to the current driving mode, so that the vehicle can be controlled differently to perform different safety controls, so that the switching of the driving mode is more smooth and can be automatically switched. The safety control of the vehicle can be comprehensively judged by combining artificial and automatic driving logic, thereby improving the safety of vehicle driving and automatic driving. BRIEF DESCRIPTION OF DRAWINGS

[0046] Figure 1 is a structural schematic diagram of a vehicle driving mode management control device of a hardware running environment related to an embodiment scheme of the present application;

[0047] Figure 2 is a flowchart of a first embodiment of the vehicle driving mode management control method of the present application;

[0048] Figure 3 is a schematic diagram of a chassis domain system in an embodiment of the vehicle driving mode management control method of the present application;

[0049] Figure 4 is a schematic diagram of gear management logic in an embodiment of the vehicle driving mode management control method of the present application;

[0050] Figure 5 is a schematic diagram of safety boundary control logic in an embodiment of the vehicle driving mode management control method of the present application;

[0051] Figure 6 is a flowchart of a second embodiment of the vehicle driving mode management control method of the present application;

[0052] Figure 7 Fig. 1 is a schematic diagram of the current driving mode judgment logic in an embodiment of the vehicle driving mode management control method of the present application;

[0053] Figure 8 Fig. 2 is a structure block diagram of the first embodiment of the vehicle driving mode management control device of the present application.

[0054] The implementation, functional features and advantages of the present application will be further described with reference to the embodiments and the accompanying drawings. DETAILED DESCRIPTION

[0055] It should be understood that the specific embodiments described herein merely exemplify the application and do not limit the application.

[0056] Reference Figure 1 , Figure 1 Fig. 3 is a structure block diagram of the vehicle driving mode management control device related to the hardware running environment of the embodiment of the present application.

[0057] As Figure 1 shown, the vehicle driving mode management control device can include a processor 1001, such as a central processing unit (CPU), a communication bus 1002, a user interface 1003, a network interface 1004, and a memory 1005. The communication bus 1002 is used to realize the connection and communication between these components. The user interface 1003 can include a display, an input unit such as a keyboard, and can also include a standard wired interface, a wireless interface. The network interface 1004 can optionally include a standard wired interface, a wireless interface (such as a wireless fidelity (Wi-Fi) interface). The memory 1005 can be a high-speed random access memory (RAM) memory, or a stable non-volatile memory (NVM), such as a disk memory. The memory 1005 can also be a storage device independent of the aforementioned processor 1001.

[0058] Those skilled in the art can understand Figure 1 that the structure shown in the figure does not constitute a limitation on the vehicle driving mode management control device, and can include more or fewer components than the figure, or combine certain components, or different component arrangements.

[0059] As Figure 1As shown, the memory 1005 as a storage medium can include an operating system, a network communication module, a user interface module, and a vehicle driving mode management control program.

[0060] In Figure 1 In the vehicle driving mode management control device shown, the network interface 1004 is mainly used for data communication with a network server; the user interface 1003 is mainly used for data interaction with a user; the processor 1001 and the memory 1005 in the vehicle driving mode management control device of the present application can be arranged in the vehicle driving mode management control device, and the vehicle driving mode management control device calls the vehicle driving mode management control program stored in the memory 1005 through the processor 1001, and executes the vehicle driving mode management control method provided by the embodiments of the present application.

[0061] The embodiment of the present application provides a vehicle driving mode management control method, which refers to Figure 2 , Figure 2 The flowchart of a first embodiment of the vehicle driving mode management control method of the present application.

[0062] In the embodiment, the vehicle driving mode management control method comprises the following steps:

[0063] Step S10: When receiving the driving mode request message issued by the automatic driving controller, collect the vehicle control signal.

[0064] It should be noted that the execution subject of the embodiment is one chassis domain control unit of a chassis domain control, which can belong to a chassis domain control system, and the system includes a chassis domain control unit, a controller area network (CAN) transceiver, an engine EECU electric control, a gearbox / automated mechanical transmission (AMT), an electronic brake system (EBS) controller, an intelligent electric hydraulic steering / electric power steering system (EHPS), etc. The specific system architecture diagram can be as Figure 3 The architecture shown.

[0065] It should be understood that the general vehicle, EBS electronic brake system, EECU engine electronic control system, EHPS intelligent electro-hydraulic steering machine system, BCM vehicle body controller, AMT automatic transmission system, retarder, in-cylinder brake, etc. do not recognize the automatic driving state, and cannot realize the smooth switching of the drive-by-wire chassis driving mode according to the ADU driving mode requirements. The ADU automatic driving controller can only control the drive-by-wire through the existing interface of the actuator, that is, the corresponding control message can directly control each actuator of the drive-by-wire chassis, and the safety level is low. At present, the safety of the drive-by-wire chassis completely depends on the control logic of the ADU automatic driving controller or the horizontal and vertical actuators themselves, and in extreme conditions, problems such as excessive steering may occur. For example, the control logic of some intelligent electro-hydraulic steering machines has no angular velocity rate limit and motor torque limit. When the external interface receives an excessively large steering angle control requirement, it may cause the vehicle to overturn and lose control. In the scheme of the present embodiment, the following can be achieved: 1. By receiving the driving mode message sent by the ADU and the intelligent driving trigger switch signal, and through certain strategy judgment, the smooth switching of the drive-by-wire chassis driving mode is realized. 2. According to the driving mode of the drive-by-wire chassis, the automatic driving drive-by-wire control message is arbitrated, and then the arbitrated drive-by-wire message signal is output, which is provided to the EBS, EECU, EHPS, BCM, AMT, retarder, in-cylinder brake, etc. horizontal and vertical actuator system, to complete the horizontal and vertical vehicle control. 3. AMT does not support automatic driving state recognition. The gear control of the automatic driving mode also needs to be integrated into the manual control interface, and the drive-by-wire drive and drive-by-wire braking signals are converted into manual throttle and braking signals according to the AMT manual interface requirements. The input to the AMT ensures that the AMT can normally shift in automatic driving mode, and maintains the universality of the AMT parts. 4. It can actively enter the manual takeover state. The system detects the manual takeover related signals of the drive-by-wire chassis in real time, and when it is judged that there is manual takeover, it actively enters the manual takeover state and feeds back the corresponding takeover flag bit. The automatic driving drive-by-wire control message is arbitrated, and all are converted into manual driving mode messages that do not do drive-by-wire, and are sent to the vehicle actuators, realizing manual takeover.

[0066] In a specific implementation, the driving mode request message is a message fed back by the automatic driving controller according to the hard-wire switch signal, which refers to a message that determines the driving mode to be manual driving or automatic driving according to the intelligent driving trigger state bit message.

[0067] Further, in order to accurately receive the driving mode request and collect the hard-wire switch signal, step S10 includes: when detecting that the vehicle is powered on, collecting the hard-wire switch signal; generating an intelligent driving trigger state bit message according to the hard-wire switch signal and sending it to the automatic driving controller, and receiving the driving mode request message fed back by the automatic driving controller based on the intelligent driving trigger state bit message; when receiving the driving mode request message sent by the automatic driving controller, collecting the vehicle control signal.

[0068] It should be noted that the hard-wired switch signal includes but is not limited to the whole vehicle accelerator pedal hard-wired signal, manual gear lever message signal, intelligent driving trigger switch hard-wired signal, emergency stop switch signal, brake switch signal, etc.

[0069] It should be understood that the intelligent driving trigger state bit message is generated according to the hard-wired switch signal and sent to the automatic driving controller, and the driving mode request message feedback by the automatic driving controller based on the intelligent driving trigger state bit message means that: the whole vehicle is powered on in the ON gear or the starting state, the intelligent driving trigger switch is operated, and the chassis domain control unit synchronously sends the intelligent driving trigger state bit message to the ADU automatic driving controller by collecting the hard-wired switch signal. When the ADU recognizes the vehicle intelligent driving trigger request and judges that the automatic driving condition is met, the driving mode request message of the automatic driving mode request message is sent to the chassis domain control unit, and when the automatic driving condition is not met, the driving mode request message of the manual driving mode request message is sent to the chassis domain control unit.

[0070] In specific implementation, after receiving the driving mode request message, the vehicle control signal is collected again, the vehicle control signal is the line control message of ADU read by message; the manual takeover signals of intelligent driving trigger switch, in-cylinder brake switch, auxiliary brake switch, brake switch, emergency stop switch, accelerator pedal, etc. are read by hard-wired; the manual takeover brake signal of EBC1 brake pedal of EBS is read by message.

[0071] In this way, the interaction with the automatic driving controller is realized to determine the current driving mode of the whole vehicle to be executed by the chassis actuator in combination with the whole vehicle signal, so that the subsequent determination of the current driving mode is more accurate.

[0072] Step S20: determining the current driving mode according to the driving mode request message and the vehicle control signal.

[0073] It should be noted that determining the current driving mode according to the driving mode request message and the vehicle control signal means: determining the request driving mode according to the driving mode request message, determining the response driving state according to the vehicle control signal, thereby determining the driving mode flag bit, and finally determining the current driving mode.

[0074] Step S30: determining the target control mode according to the current driving mode, and performing vehicle safety control through the target control mode.

[0075] It should be understood that when the current driving mode is determined to be different, there is a corresponding target control mode, and the vehicle is managed and controlled in safety in the target control mode.

[0076] Further, in order to perform the arbitration management of the drive-by-wire message, the target control mode comprises: arbitration management of the drive-by-wire message; and step S30 comprises: when receiving the drive-by-wire control message sent by the automatic driving controller, extracting data of the drive-by-wire control message according to the current driving mode to obtain byte data information; and determining the target control mode as converting the drive-by-wire control message into identifiable message according to the byte data information and sending the identifiable message to an actuator, so as to realize the arbitration management of the drive-by-wire message and the vehicle safety control by the target control mode.

[0077] In a specific implementation, after receiving the drive-by-wire control message sent by the automatic driving controller, data of the drive-by-wire control message is extracted first, so that byte data information can be obtained, that is, the drive-by-wire control message is split according to bytes.

[0078] It should be noted that 1) when DCU_DriveMode=1 (the current driving mode is the automatic driving mode);

[0079] ① The chassis domain control unit receives the drive-by-wire control message (ADU_XXX) sent by the ADU and converts it into the drive-by-wire control message (DCU_XXX) recognized by the actuator;

[0080] ② The chassis domain control unit fills the data of 1-7 bytes of the ADU_XXX message into 1-7 bytes of the DCU_ID message directly;

[0081] The chassis domain control unit forwards the DCU_ID message to the whole vehicle, and the count / check / CRC of the 8th byte is calculated and sent by the chassis domain control unit according to requirements. The receiving and sending relationship of various signals is shown in Table 1.

[0082] Table 1

[0083]

[0084] 2) when DCU_DriveMode=0 or 2 (the current driving mode is the manual driving mode);

[0085] ① The chassis domain control unit receives the drive-by-wire control message (ADU_XXXX) sent by the ADU and converts it into the drive-by-wire control message (DCU_XXXX) recognized by the actuator;

[0086] ② The chassis domain control unit sends the gear request value of the manual handle to the AMT.

[0087] The chassis domain control unit periodically routes the drive-by-wire message DCU_XXXX to the actuator of the whole vehicle, and the control mode signal is filled according to the non-control state.

[0088] In this way, the vehicle is managed by the wire control message arbitration, the safety control of the vehicle is ensured, the signal message finally transmitted to the automatic driving controller is the unified recognized message type, and signal errors are prevented.

[0089] Further, in order to manage the gear of the vehicle, the target control mode includes: vehicle gear management; step S30 includes: when the manual gear lever message is received, the wire control gear message is acquired; the target gear message is determined according to the wire control gear message, the manual gear lever message and the current driving mode; the target control mode is determined according to the target gear message; and the target gear message is sent to the gearbox through the target control mode to complete the vehicle safety control of the vehicle gear management.

[0090] It should be noted that the manual gear lever message refers to the message of the user operating the gear lever, that is, the gear and related information to which the user switches the gear lever. The wire control gear message refers to the gear currently determined by the automatic driving controller and the gear to be switched.

[0091] It should be understood that the target gear message is determined according to the wire control gear message, the manual gear lever message and the current driving mode, which means that the target gear finally needs to be maintained or switched is determined according to the current mode, the wire control gear message and the manual gear lever message.

[0092] In specific implementation, the target control mode is determined according to the target gear message, which means that the mode of adjusting the gear by the gearbox control is determined according to the target gear message, so as to be sent to the gearbox and complete the vehicle gear management.

[0093] It should be noted that the chassis domain control unit receives the manual gear lever message SLU_TC1 in real time; receives the wire control gear message ADU_TC1, and determines the target control mode according to the wire control gear message and the manual gear lever message, and sends the target control mode to the gearbox. Figure 3The control logic shown judges and outputs the gear control message DCU_TC1 to the AMT to realize R / N / D gear control; when the received message times out, the chassis domain control unit directly responds to the manual gear lever message SLU_TC1 and forwards it to the AMT. When the lost message is recovered, the chassis domain control unit should automatically recover, ② DCU_DriveMode = 0 or 2, that is, manual mode, the chassis domain control unit receives the manual gear lever message SLU_TC1 and sends it to the AMT for gear control. ③ DCU_DriveMode = 1, that is, automatic driving mode, the chassis domain control unit sends the DCU_TC1 message to the AMT, and the gear request signal is filled according to ADU_TC1; in this mode, even if the user operates the gear lever, the chassis domain control unit should continue to maintain the current automatic driving mode state. ④ In any mode, the chassis domain control unit sends the AMT_TC1 message to the AMT network segment, and the count and check code are calculated and filled by the chassis domain control unit according to the requirements of the AMT. In automatic driving mode, if the user operates the gear lever, the DCU should continue to maintain the current automatic driving mode state control and not respond to the manual gear lever request.

[0094] In this way, the gear management of the vehicle is realized, and the system error caused by the user's gear switching in the automatic driving mode is prevented, and the safety problem is avoided.

[0095] Further, in order to perform pedal opening degree coupling management, the target control mode includes: pedal opening degree coupling management, step S30 includes: determining a throttle control strategy and a current automatic pedal message according to the current driving mode; when a manual pedal message is received, determining a target throttle message according to the throttle control strategy, the current automatic pedal message and the pedal message; determining a target control mode according to the target throttle message; and sending the target throttle message to the engine through the target control mode to realize pedal opening degree coupling management of the vehicle safety control.

[0096] It should be noted that the pedal opening degree coupling management includes throttle opening degree coupling and brake signal coupling.

[0097] In specific implementation, the throttle control strategy and the current automatic pedal message both include throttle control and brake control in two directions, the throttle control strategy is the automatic decision of the opening degree and strategy of the throttle and brake obtained by the automatic driving controller, and the current automatic pedal message includes two independent input sources. One is a brake switch hard line, and the other is a throttle pedal hard line; both manual pedal operations will make the chassis domain control enter manual mode, and the manual mode sends the manual throttle to the engine.

[0098] It should be noted that when the driver performs manual pedal control, the target throttle message is determined according to the throttle control strategy, the current automatic pedal message and the pedal message, that is, the final state of the signals of the throttle pedal and the brake pedal.

[0099] It should be understood that the throttle opening coupled control logic is as follows:

[0100] The chassis domain control unit DCU sends the DCU_EEC2 throttle opening signal to the engine EECU, which needs to be coupled with the manual throttle pedal and the ADU_TSC1 torque control command requested by the ADU intelligent driving. In this way, the AMT gearbox can receive the EMS_EEC2 throttle opening signal of the engine EECU, which is coupled with the throttle state of automatic driving and manual driving, and the AMT gearbox can ensure smooth starting of the vehicle when the EMS_EEC2 throttle opening is greater than 0.

[0101] ① When DCU_DriveMode = 1, the chassis domain control unit DCU receives the ADU_TSC1 torque control message, and when the override control mode = 2, that is, the control mode is torque control, the chassis domain control unit DCU directly fills the torque percentage in the ADU_TSC1 message into the throttle opening value of DCU_EEC2 (0x0CF00324), and sends the DCU_EEC2 message to the engine EECU through the CAN bus.

[0102] The torque percentage range sent by ADU_TSC1 is 0-100%, and the range of DCU_EEC2 throttle opening is also 0-100%; the torque percentage 0-100% of ADU_TSC1 corresponds to the throttle opening percentage 0-100% of DCU_EEC2.

[0103] ② When DCU_DriveMode = 0 or 2, the chassis domain control unit collects the manual throttle pedal throttle hard-wire voltage signal, converts it into throttle opening information according to the throttle characteristic curve, and sends it to the engine EECU through the DCU_EEC2 message to realize manual throttle control; the chassis domain control unit needs to send the driver's throttle opening message (driver's throttle opening) through the DCU-Autopilot message.

[0104] It should be noted that the management logic of the brake signal coupling is that the chassis domain control unit DCU sends the DCU_CCVS1 brake signal to the engine EECU, which needs to be coupled with the ADU_XBR brake command of the artificial brake pedal and the ADU intelligent driving request. In this way, it can be ensured that the AMT gearbox receives the EMS_CCVS brake signal of the engine EECU is coupled with the state of automatic driving and manual driving, and the AMT gearbox will slowly disconnect the clutch and ensure that the engine does not stall, and realize stable braking of the vehicle according to the received EMS_CCVS brake signal state while judging that the vehicle speed and the rotating speed do not match.

[0105] ① When DCU_DriveMode=1, the chassis domain control unit receives the ADU_XBR deceleration sent by the ADU, and when the ADU_XBR deceleration is less than 0, the DCU_CCVS1 brake signal sent by the chassis domain control unit should be in the brake active state, and the DCU_CCVS1 message is sent to the engine EECU.

[0106] ② When DCU_DriveMode=0 or 2, the chassis domain control unit DCU collects the driving brake switch signal and sends the DCU_CCVS1 message to the engine EECU.

[0107] In this way, the coupling management of the pedal opening degree is automatically realized, so that in the automatic driving state, system errors caused by user control of the pedal will not lead to safety accidents.

[0108] Further, in order to perform safety boundary control, the target control mode includes: redundant safety boundary control; step S30 includes: when the current driving mode is an automatic driving mode, obtaining safety boundary information; determining the target control mode as limiting the steering angle and the steering angular velocity of the intelligent electro-hydraulic steering module according to the safety boundary information, so as to realize vehicle safety control through the target control mode to achieve redundant safety boundary control.

[0109] It should be understood that the safety boundary information is pre-set limit information for controlling the steering angle and the angular velocity.

[0110] In a specific implementation, determining the target control mode as limiting the steering angle and the steering angular velocity of the intelligent electro-hydraulic steering module according to the safety boundary information means that, as shown in the system architecture, Figure 5 when DCU_DriveMode=1 (the current driving mode is an automatic driving mode), the ADU requests the steering system to control the steering angle and the angular velocity, the chassis domain control unit DCU combines the steering angular velocity, the steering angle and the speed safety boundary requirement, and outputs the limited steering angle and steering angular velocity value to the intelligent electro-hydraulic steering machine EHPS, so as to ensure that the steering angle and steering angular velocity control value output to the steering machine does not exceed the limit value, thereby ensuring the safety of the vehicle.

[0111] It should be noted that the current vehicle driving mode and system fault and other human-computer interaction information are all sent in real time through the CAN bus and directly displayed on the instrument display screen; the safety officer can view the driving state of the current vehicle in real time, especially when the system fails, without the need to diagnose through the diagnostic instrument, the maintenance personnel can check and maintain the vehicle according to the fault information prompted by the instrument.

[0112] In this way, further limitation on the steering safety of the vehicle is realized to prevent rollover and safety accidents.

[0113] The embodiment determines the current driving mode according to the driving mode request message and the vehicle control signal, determines the target control mode according to the current driving mode, and performs vehicle safety control through the target control mode. In this way, the current driving mode of the vehicle is determined according to the driving mode request message sent by the automatic driving controller, and different target control modes are determined according to the current driving mode, so that different safety controls can be performed on the vehicle corresponding to the control, making the switching of the driving mode more smooth and can be automatically switched. The safety control of the vehicle can be comprehensively judged by combining artificial and automatic driving logic, improving the safety of vehicle driving and automatic driving.

[0114] Reference Figure 6 , Figure 6 The flowchart of the second embodiment of the vehicle driving mode management control method of the application is shown.

[0115] Based on the above-mentioned first embodiment, the vehicle driving mode management control method of the embodiment comprises the following steps in step S20:

[0116] Step S201: Determine the request driving mode according to the driving mode request message.

[0117] It should be noted that the request driving mode is a request driving mode determined by the automatic driving controller through the driving mode request message and automatically judged by the system, which can be one of manual driving or automatic driving.

[0118] Step S202: Compare the vehicle control signal with the preset condition.

[0119] It should be understood that comparing the vehicle control signal with the preset condition means that the chassis domain control unit switches the driving mode.

[0120] 1) When the ADU sends the driving mode state as the automatic driving mode state ADU_DriveMode=1, the chassis domain control unit collects the following signals in real time:

[0121] ① Collect the hard line of the accelerator pedal, and determine that the opening degree of the accelerator pedal is <3%;

[0122] ② Collect the EBS_EBC1 braking signal of the EBS, and determine that the braking signal is in an inactive state;

[0123] ③ Collect the braking switch signal, and determine that the braking switch signal is in an inactive state;

[0124] ④ Collect the emergency stop switch signal, and determine that the emergency stop switch signal is in an inactive state;

[0125] ⑤ Collect the hydraulic retarder braking switch, and determine that the hydraulic retarder braking switch is in an inactive state;

[0126] ⑥ Collect the engine cylinder braking switch, and determine that the engine cylinder braking switch is in an inactive state;

[0127] ⑦ Collect the ADU message, and determine that there is no ADU communication fault;

[0128] When the signals collected by the chassis domain control unit in real time simultaneously satisfy the above conditions, the DCU sends the current response driving mode state as an automatic driving mode, at this time, the DCU driving mode flag DCU_DriveMode = 1.

[0129] 2) When the ADU sends the driving mode state as an automatic driving mode state ADU_DriveMode = 1, the chassis domain control unit collects the following signals in real time:

[0130] ① Collect the hard line of the accelerator pedal, and determine that the opening degree of the accelerator pedal is ≥3%;

[0131] ② Collect the EBS_EBC1 braking signal of the EBS, and determine that the braking signal is in an active state;

[0132] ③ Collect the braking switch signal, and determine that the braking switch signal is in an active state;

[0133] ④ Collect the emergency stop switch signal, and determine that the emergency stop switch signal is in an active state;

[0134] ⑤ Collect the hydraulic retarder braking switch, and determine that the hydraulic retarder braking switch is in an active state;

[0135] ⑥ Collect the engine cylinder braking switch, and determine that the engine cylinder braking switch is in an active state;

[0136] ⑦ Collect the ADU message, and determine that there is a communication timeout fault;

[0137] When the signals collected by the chassis domain control unit in real time satisfy any of the above conditions, at this time, the chassis domain control unit actively enters the manual mode, and synchronously sends the current response driving mode flag as actively entering the manual mode DCU_DriveMode = 2.

[0138] 3) When the ADU sends the driving mode state as the manual driving mode ADU_DriveMode=0, the chassis domain control unit outputs in the manual driving mode, and simultaneously sends the current response driving mode state as the manual driving mode DCU_DriveMode=0.

[0139] Step S203: determining the response driving state according to the comparison result.

[0140] It should be understood that the response driving state is that when the comparison result is the comparison success, any one of the preset conditions is met, and the driving mode of the execution subject response is executed.

[0141] Step S204: determining the driving mode flag bit according to the response driving state and the request driving mode.

[0142] In a specific implementation, the driving mode flag bit is a packet of DCU_DriveMode=1, DCU_DriveMode=0, DCU_DriveMode=2 finally determined after the response driving state and the request driving mode are comprehensively determined.

[0143] Step S205: determining the current driving mode according to the driving mode flag bit.

[0144] It should be noted that when the driving mode flag bit is determined, the corresponding driving mode can be automatically identified, so that the current driving mode is obtained.

[0145] It should be understood that the judgment logic of the current driving mode is as shown in Figure 7 .

[0146] The embodiment determines the request driving mode according to the driving mode request packet, compares the vehicle control signal with the preset condition, determines the response driving state according to the comparison result, determines the driving mode flag bit according to the response driving state and the request driving mode, and determines the current driving mode according to the driving mode flag bit. In this way, the current driving mode in which the current vehicle should be based on the preset condition is accurately determined, so that the system is more intelligent and can determine the driving mode based on the user demand.

[0147] In addition, the embodiment of the present application also proposes a storage medium, and the storage medium stores a vehicle driving mode management control program. When the vehicle driving mode management control program is executed by a processor, the steps of the vehicle driving mode management control method described above are realized.

[0148] Since the storage medium adopts all the technical solutions of the above-mentioned embodiments, it at least has all the beneficial effects brought by the technical solutions of the above-mentioned embodiments, which will not be repeated here.

[0149] Referring to Figure 8 , Figure 8 is a structural block diagram of a first embodiment of the vehicle driving mode management control device of the present application.

[0150] As Figure 8 shown, the vehicle driving mode management control device proposed by the embodiment of the present application comprises:

[0151] a signal acquisition module 10 configured to acquire vehicle control signals when receiving a driving mode request message issued by an automatic driving controller.

[0152] a mode determination module 20 configured to determine a current driving mode according to the driving mode request message and the vehicle control signals.

[0153] a vehicle control module 30 configured to determine a target control mode according to the current driving mode, and perform vehicle safety control through the target control mode.

[0154] The embodiment acquires vehicle control signals when receiving a driving mode request message issued by an automatic driving controller, determines a current driving mode according to the driving mode request message and the vehicle control signals, and determines a target control mode according to the current driving mode, and performs vehicle safety control through the target control mode. In this way, the current driving mode of the vehicle is determined according to the driving mode request message issued by the automatic driving controller, and different target control modes are determined according to different current driving modes, so that the vehicle can be controlled differently for different safety control, making the switching of the driving mode more smooth and automatic. The safety control of the vehicle can be comprehensively judged by combining manual and automatic driving logic, improving the safety of vehicle driving and automatic driving.

[0155] In an embodiment, the signal acquisition module 10 is further configured to acquire a hard-wire switch signal when detecting that the whole vehicle is powered on and started, generate an intelligent driving trigger state bit message according to the hard-wire switch signal and send it to the automatic driving controller, receive a driving mode request message fed back by the automatic driving controller based on the intelligent driving trigger state bit message, and acquire vehicle control signals when receiving a driving mode request message issued by the automatic driving controller.

[0156] In an embodiment, the mode determination module 20 is further configured to determine a request driving mode according to the driving mode request message, compare the vehicle control signals with preset conditions, determine a response driving state according to the comparison result, determine a driving mode flag bit according to the response driving state and the request driving mode, and determine a current driving mode according to the driving mode flag bit.

[0157] In an embodiment, the vehicle control module 30 is further configured to, when receiving the drive-by-wire control message sent by the automatic driving controller, extract data from the drive-by-wire control message according to the current driving mode to obtain byte data information; determine a target control mode as converting the drive-by-wire control message into an identifiable message according to the byte data information and sending the identifiable message to an actuator to realize vehicle safety control through the target control mode for drive-by-wire message arbitration management.

[0158] In an embodiment, the vehicle control module 30 is further configured to, when receiving the manual gear handle message, acquire a drive-by-wire gear message; determine a target gear message according to the drive-by-wire gear message, the manual gear handle message and the current driving mode; determine a target control mode according to the target gear message; and send the target gear message to a gearbox through the target control mode to realize vehicle safety control for vehicle gear management.

[0159] In an embodiment, the vehicle control module 30 is further configured to determine a throttle control strategy and a current automatic pedal message according to the current driving mode; when receiving a manual pedal message, determine a target throttle message according to the throttle control strategy, the current automatic pedal message and the pedal message; determine a target control mode according to the target throttle message; and send the target throttle message to an engine through the target control mode to realize vehicle safety control for pedal opening degree coupling management.

[0160] In an embodiment, the vehicle control module 30 is further configured to, when the current driving mode is the automatic driving mode, acquire safety boundary information; determine a target control mode as limiting a steering angle and a steering angular velocity of an intelligent electro-hydraulic steering module according to the safety boundary information to realize vehicle safety control through the target control mode for redundant safety boundary control.

[0161] It should be understood that the above is only illustrative, and does not constitute any limitation on the technical solutions of the present application. In specific applications, those skilled in the art can set up according to needs, and the present application does not limit this.

[0162] It should be noted that the above-described workflow is only illustrative and does not limit the scope of protection of the present application. In actual applications, those skilled in the art can select part or all of them to achieve the purpose of the embodiment according to actual needs, which is not limited here.

[0163] In addition, technical details not described in detail in the present embodiment can be referred to the vehicle driving mode management control method provided by any embodiment of the present application, which will not be described here.

[0164] Moreover, it is to be understood that the phraseology and terminology used herein is for the purpose of description and should not be regarded as limiting. The use of "including" "comprising" or "having" and variations thereof herein is intended to encompass the presence of one or more recited elements or steps and not the exclusion of any other integers or steps. The use of "including", "comprising", "having" and "with" and variations thereof herein is intended to encompass the presence of one or more recited elements or steps and not the exclusion of any other integers or steps.

[0165] The above-mentioned embodiment numbers of the present application are only for description, and do not represent the advantages or disadvantages of the embodiments.

[0166] Those skilled in the art can clearly understand the above-mentioned embodiment methods by means of software and the necessary general hardware platform, of course, they can also be realized by hardware, but in many cases, the former is a better embodiment. Based on such understanding, the technical solutions of the present application can be embodied in the form of a software product, which is stored in a storage medium (such as a read only memory (ROM) / RAM, a magnetic disk, an optical disk), and includes a plurality of instructions for making a terminal device (which can be a mobile phone, a computer, a server, or a network device, etc.) execute the methods described in various embodiments of the present application.

[0167] The above is only the preferred embodiment of the present application, and does not limit the patent scope of the present application, and any equivalent structure or equivalent process transformation, or direct or indirect application in other related technical fields, which is made by using the content of the specification and drawings of the present application, is also included in the patent protection scope of the present application.

Claims

1. A vehicle driving mode management and control method, characterized in that, The vehicle driving mode management and control method includes: When a driving mode request message is received from the autonomous driving controller, vehicle control signals are collected. The current driving mode is determined based on the driving mode request message and the vehicle control signal; The target control method is determined based on the current driving mode, and vehicle safety control is performed through the target control method. The target control method includes: wired message arbitration management; Determine the target control method based on the current driving mode, and perform vehicle safety control through the target control method, including: When a drive-by-wire control message is received from the autonomous driving controller, data is extracted from the drive-by-wire control message according to the current driving mode to obtain byte data information; The target control method is determined to be to convert the drive-by-wire control message into a recognizable message based on the byte data information and send it to the actuator, so as to realize vehicle safety control through drive-by-wire message arbitration management through the target control method.

2. The method as described in claim 1, characterized in that, When a driving mode request message is received from the autonomous driving controller, the vehicle control signals are collected, including: When the vehicle is detected to be powered on and starting, the hard-wired switch signal is collected; The system generates a smart driving trigger status bit message based on the hard-wired switch signal and sends it to the autonomous driving controller, and receives a driving mode request message from the autonomous driving controller based on the smart driving trigger status bit message. When a driving mode request message is received from the autonomous driving controller, vehicle control signals are collected.

3. The method as described in claim 1, characterized in that, Determining the current driving mode based on the driving mode request message and the vehicle control signal includes: The requested driving mode is determined based on the driving mode request message; The vehicle control signal is compared with preset conditions; Determine the response driving status based on the comparison results; The driving mode flag is determined based on the response driving state and the requested driving mode. The current driving mode is determined based on the driving mode flag.

4. The method as described in claim 1, characterized in that, The target control method includes: vehicle gear management; Determine the target control method based on the current driving mode, and perform vehicle safety control through the target control method, including: When a manual gear shift lever message is received, the drive-by-wire gear position message is obtained; The target gear message is determined based on the drive-by-wire gear position message, the manual gear shift lever message, and the current driving mode; The target control mode is determined based on the target gear message; The target gear message is sent to the transmission through the target control method to complete vehicle safety control for vehicle gear management.

5. The method as described in claim 1, characterized in that, The target control method includes: pedal opening coupling management; Determine the target control method based on the current driving mode, and perform vehicle safety control through the target control method, including: Determine the throttle control strategy and the current automatic pedal message based on the current driving mode; When a manual pedal message is received, the target throttle message is determined based on the throttle control strategy, the current automatic pedal message, and the pedal message. The target control mode is determined based on the target throttle message; The target throttle message is sent to the engine through the target control method to achieve vehicle safety control with pedal opening coupling management.

6. The method as described in claim 1, characterized in that, The target control method includes: redundant safety boundary control; Determine the target control method based on the current driving mode, and perform vehicle safety control through the target control method, including: When the current driving mode is autonomous driving mode, obtain safety boundary information; The target control method is determined to limit the steering angle and steering angular velocity of the intelligent electro-hydraulic steering module based on the safety boundary information, so as to achieve vehicle safety control with redundant safety boundary control through the target control method.

7. A vehicle driving mode management and control device, characterized in that, The vehicle driving mode management and control device includes: The signal acquisition module is used to acquire vehicle control signals when a driving mode request message is received from the autonomous driving controller; The mode determination module is used to determine the current driving mode based on the driving mode request message and the vehicle control signal; The vehicle control module is used to determine the target control method based on the current driving mode, and to perform vehicle safety control through the target control method. The vehicle control module is further configured to, when receiving a drive-by-wire control message sent by the autonomous driving controller, extract data from the drive-by-wire control message according to the current driving mode to obtain byte data information; determine the target control mode as converting the drive-by-wire control message into an identifiable message according to the byte data information and sending it to the actuator, so as to realize vehicle safety control through drive-by-wire message arbitration management through the target control mode.

8. A vehicle driving mode management and control device, characterized in that, The device includes: a memory, a processor, and a vehicle driving mode management and control program stored in the memory and executable on the processor, the vehicle driving mode management and control program being configured to implement the vehicle driving mode management and control method as described in any one of claims 1 to 6.

9. A storage medium, characterized in that, The storage medium stores a vehicle driving mode management and control program, which, when executed by a processor, implements the vehicle driving mode management and control method as described in any one of claims 1 to 6.

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