Vehicle steering control method, device, vehicle steering control system, and storage medium

Abstract

The application relates to a vehicle steering control method and device, a vehicle steering control system, a storage medium and a computer program product. The method comprises the following steps: acquiring first control information sent by an SPI isolation transceiver arranged in an auxiliary driving controller and second control information sent by a CAN transceiver, the first control information being determined based on obstacle information collected in a first collection period, and the second control information being determined based on obstacle information collected in a second collection period; fusing the first control information and the second control information to obtain target control information; and generating a control signal for steering control according to the target control information and sending the control signal to a steering motor to instruct the steering motor to execute steering of the vehicle according to the control signal. In this way, the steering control accuracy of the vehicle is improved.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a vehicle steering control method, device, vehicle steering control system, storage medium, and computer program product. Background Technology

[0002] With the continuous development of science and technology, vehicle technology has also made great strides, leading to the emergence of driver assistance technology and the development of vehicles with driver assistance functions. These vehicles are equipped with a series of auxiliary systems to assist drivers and improve driving safety. For example, vehicles with driver assistance functions are equipped with electro-hydraulic steering systems, which enable automatic steering driven by an electric motor. This achieves overall vehicle steering and supports autonomous driving functions such as lane keeping, emergency avoidance, and automatic driving.

[0003] However, because the electro-hydraulic steering system is internally enclosed and the steering motor strategy and logic are not transparent, it cannot complete the expected steering within the specified time, which increases the steering error and leads to the problem of low vehicle steering control accuracy. Summary of the Invention

[0004] Therefore, it is necessary to provide a vehicle steering control method, device, vehicle steering control system, computer-readable storage medium, and computer program product that can improve the accuracy of vehicle steering control in response to the above-mentioned technical problems.

[0005] In a first aspect, this application provides a vehicle steering control method, including:

[0006] The system acquires first control information sent by the SPI isolated transceiver deployed in the driver assistance controller and second control information sent by the CAN transceiver. The first control information is determined based on obstacle information acquired in the first acquisition cycle, and the second control information is determined based on obstacle information acquired in the second acquisition cycle.

[0007] By fusing the first control information and the second control information, target control information is obtained;

[0008] Based on the target control information, a control signal for steering control is generated and sent to the steering motor to instruct the steering motor to perform vehicle steering according to the control signal.

[0009] Secondly, this application also provides a vehicle steering control device, comprising:

[0010] The control information acquisition module is used to acquire first control information sent by the SPI isolated transceiver deployed in the driver assistance controller and second control information sent by the CAN transceiver. The first control information is determined based on obstacle information acquired in the first acquisition cycle, and the second control information is determined based on obstacle information acquired in the second acquisition cycle.

[0011] A control information fusion module is used to fuse the first control information and the second control information to obtain target control information;

[0012] The control signal generation module is used to generate a control signal for steering control based on the target control information and send it to the steering motor to instruct the steering motor to perform vehicle steering according to the control signal.

[0013] Thirdly, this application also provides a vehicle steering control system, characterized in that the system comprises:

[0014] An assisted driving controller includes an SPI isolated transceiver and a CAN transceiver. The SPI isolated transceiver is used to send first control information, and the CAN transceiver is used to send second control information. The first control information is determined based on obstacle information collected in a first acquisition cycle, and the second control information is determined based on obstacle information collected in a second acquisition cycle.

[0015] An electro-hydraulic steering system for assisted driving includes an electro-hydraulic steering controller and a steering motor. The electro-hydraulic steering controller is used to acquire first control information and second control information; fuse the first control information and second control information to obtain target control information; generate a control signal for steering control based on the target control information, and send it to the steering motor to instruct the steering motor to perform vehicle steering according to the control signal.

[0016] Fourthly, this application also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, performs the following steps:

[0017] The system acquires first control information sent by the SPI isolated transceiver deployed in the driver assistance controller and second control information sent by the CAN transceiver. The first control information is determined based on obstacle information acquired in the first acquisition cycle, and the second control information is determined based on obstacle information acquired in the second acquisition cycle.

[0018] By fusing the first control information and the second control information, target control information is obtained;

[0019] Based on the target control information, a control signal for steering control is generated and sent to the steering motor to instruct the steering motor to perform vehicle steering according to the control signal.

[0020] Fifthly, this application also provides a computer program product, including a computer program that, when executed by a processor, performs the following steps:

[0021] The system acquires first control information sent by the SPI isolated transceiver deployed in the driver assistance controller and second control information sent by the CAN transceiver. The first control information is determined based on obstacle information acquired in the first acquisition cycle, and the second control information is determined based on obstacle information acquired in the second acquisition cycle.

[0022] By fusing the first control information and the second control information, target control information is obtained;

[0023] Based on the target control information, a control signal for steering control is generated and sent to the steering motor to instruct the steering motor to perform vehicle steering according to the control signal.

[0024] The aforementioned vehicle steering control method, device, control system, storage medium, and computer program product acquire first control information transmitted by an SPI isolated transceiver deployed in the driver assistance controller, and second control information transmitted by a CAN transceiver. The first control information is determined based on obstacle information acquired in a first acquisition cycle, and the second control information is determined based on obstacle information acquired in a second acquisition cycle. Thus, during the process of the driver assistance controller issuing control information, the transmission and reception of the first control information are effectively isolated by separately setting up an SPI isolated transceiver in the driver assistance controller, realizing isolated transmission and reception of SPI communication. The first and second control information are then fused to obtain the target control information. This effectively avoids information redundancy and ensures the accuracy of the target control information. Therefore, based on the highly accurate target control information, a control signal for steering control is generated in a timely manner and sent to the steering motor to instruct the steering motor to execute vehicle steering according to the control signal. This ensures the accuracy of the generated control signal, achieving accurate vehicle steering control while ensuring safe driving. Attached Figure Description

[0025] To more clearly illustrate the technical solutions in the embodiments or related technologies of this application, the accompanying drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0026] Figure 1 This is a diagram illustrating the application environment of a vehicle steering control method in one embodiment.

[0027] Figure 2 This is a flowchart illustrating a vehicle steering control method in one embodiment;

[0028] Figure 3 This is a diagram illustrating the application environment of vehicle steering control in another embodiment;

[0029] Figure 4 This is a schematic diagram of the vehicle steering control steps in one embodiment;

[0030] Figure 5 This is a structural block diagram of a vehicle steering control device in one embodiment;

[0031] Figure 6 This is an internal structural diagram of a vehicle steering control system in one embodiment. Detailed Implementation

[0032] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0033] The vehicle steering control method provided in this application embodiment can be applied to, for example, Figure 1 The application environment shown is illustrated. Vehicle 100 includes a driver assistance controller 102 and a driver assistance electro-hydraulic steering system 104. Vehicle 100 is a vehicle with driver assistance functions. The driver assistance controller 102 communicates with the driver assistance electro-hydraulic steering system 104 via a wired connection. For example, both the driver assistance controller 102 and the driver assistance electro-hydraulic steering system 104 are equipped with SPI (Serial Peripheral Interface) isolated transceivers and CAN (Controller Area Network) transceivers. The SPI isolated transceivers in the driver assistance controller 102 and the driver assistance electro-hydraulic steering system 104 communicate via SPI through twisted-pair cables. The CAN transceivers in the driver assistance controller 102 and the driver assistance electro-hydraulic steering system 104 communicate via CAN buses.

[0034] In some embodiments, the driver assistance electro-hydraulic steering system 104 further includes an electro-hydraulic steering controller and a steering motor. The SPI isolated transceiver in the driver assistance controller 102 is designated as a first SPI isolated transceiver, and the CAN transceiver in the driver assistance controller 102 is designated as a first CAN transceiver. The SPI isolated transceiver in the driver assistance electro-hydraulic steering system 104 is designated as a second SPI isolated transceiver, and the CAN transceiver in the driver assistance electro-hydraulic steering system 104 is designated as a second CAN transceiver.

[0035] Optionally, the first SPI isolated transceiver sends first control information to the second SPI isolated transceiver, and the first CAN transceiver sends second control information to the second CAN transceiver. The first control information is determined based on obstacle information acquired in the first acquisition cycle, and the second control information is determined based on obstacle information acquired in the second acquisition cycle. The electro-hydraulic steering controller acquires the first control information sent by the second SPI isolated transceiver and the second control information sent by the second CAN transceiver, respectively. The electro-hydraulic steering controller fuses the first and second control information to obtain target control information. Based on the target control information, the electro-hydraulic steering controller generates a control signal for steering control and sends it to the steering motor to instruct the steering motor to perform vehicle steering according to the control signal.

[0036] The Advanced Driving Assistance System (ADAS) is the core of the driver assistance system. It is primarily responsible for sensing the surrounding environment, receiving driver commands, and combining this information with the vehicle's own sensors and other means to achieve automatic or semi-automatic driving. The driver assistance steering system controls the vehicle's steering system.

[0037] In one exemplary embodiment, such as Figure 2 As shown, a vehicle steering control method is provided, which is applied to... Figure 1 The following description uses the electro-hydraulic steering controller in the auxiliary driving electro-hydraulic steering system 104 as an example, including the following steps S202 to S206. Wherein:

[0038] Step S202: Obtain the first control information sent by the SPI isolated transceiver deployed in the driver assistance controller and the second control information sent by the CAN transceiver. The first control information is determined based on the obstacle information collected in the first acquisition cycle, and the second control information is determined based on the obstacle information collected in the second acquisition cycle.

[0039] The data collection period refers to the period during which the data collection equipment deployed on the vehicle collects data. This equipment includes at least one of camera equipment and detection equipment; for example, the camera equipment is a video camera, and the detection equipment is a lidar sensor. Obstacle information refers to information about obstacles identified by the data collection equipment within the data collection period. This includes, for example, the number, size, and attributes (whether they are static obstacles) of obstacles existing on a predetermined road segment ahead of the vehicle; specific details are not limited. The first data collection period and the second data collection period can be the same or different periods.

[0040] As mentioned above, the SPI isolated transceiver in the driver assistance controller 102 is designated as the first SPI isolated transceiver, and the CAN transceiver in the driver assistance controller 102 is designated as the first CAN transceiver. The SPI isolated transceiver in the driver assistance electro-hydraulic steering system 104 is designated as the second SPI isolated transceiver, and the CAN transceiver in the driver assistance electro-hydraulic steering system 104 is designated as the second CAN transceiver.

[0041] Optionally, the electro-hydraulic steering controller acquires first control information sent by the second SPI isolated transceiver and second control information sent by the second CAN transceiver. The first and second control information may be received simultaneously or not simultaneously.

[0042] In some embodiments, the first control information is transmitted by an SPI isolated transceiver at a first transmission frequency, and the second control information is transmitted by a CAN transceiver at a second transmission frequency, wherein the first transmission frequency is greater than the second transmission frequency.

[0043] The transmission frequency refers to sending control information once every preset time interval. The first transmission frequency corresponds to a first transmission period that is shorter than the second transmission frequency corresponds to a second transmission period. Optionally, the second transmission period is an even multiple of the first transmission period. Therefore, at some point, the electro-hydraulic steering controller acquires first and second control information with the same acquisition period. For example, the first transmission frequency is once every 5 milliseconds, and the second transmission frequency is once every 20 milliseconds. In other words, the communication frequency of SPI communication is higher than that of CAN communication.

[0044] In this embodiment, the first control information is transmitted by the SPI isolated transceiver at a first transmission frequency, and the second control information is transmitted by the CAN transceiver at a second transmission frequency, where the first transmission frequency is greater than the second transmission frequency. Therefore, low-latency vehicle steering control can be achieved, ensuring not only the accuracy of vehicle steering control but also reducing steering latency and thus ensuring steering efficiency.

[0045] Step S204: Merge the first control information and the second control information to obtain the target control information.

[0046] Optionally, the electro-hydraulic steering controller uses the first control information to correct the second control information to obtain the target control information.

[0047] In some embodiments, the first control information includes a first steering angle and a first torque, and the second control information includes a second steering angle and a second torque. The first control information and the second control information are fused to obtain target control information, including: correcting the second steering angle using the first steering angle to obtain a corrected steering angle, and correcting the second torque using the first torque to obtain a corrected torque; and determining at least one of the corrected steering angle and the corrected torque as target control information.

[0048] For example, the electro-hydraulic steering controller obtains a first historical steering angle locally, determines a first steering angle deviation based on the first historical steering angle and the first steering angle, and adds the first steering angle deviation and the second steering angle to obtain the corrected steering angle. Alternatively, multiple first historical steering angles can be obtained, and the first steering angle deviation can be determined based on the average of the first historical steering angles and the first steering angle. Here, the first historical steering angle refers to the one received by the second SPI isolated transceiver within the second historical time period.

[0049] The electro-hydraulic steering controller acquires a first historical torque locally. Based on the first historical torque and the first torque, it calculates a first torque deviation, and then superimposes the first torque deviation and the second torque to obtain the corrected torque. Alternatively, it can acquire multiple first historical torques and determine the first torque deviation based on the average of these first historical torques and the first torque. The first historical torque refers to the torque received earlier by the second SPI isolated transceiver. The electro-hydraulic steering controller determines at least one of the corrected steering angle and corrected torque as control information.

[0050] In this embodiment, the second steering angle is corrected using the first steering angle to obtain the corrected steering angle. That is, based on the second steering angle obtained from the original CAN communication, the first steering angle obtained from SPI communication is used to mutually verify the second steering angle, ensuring the accuracy of the subsequent control signal determination. Similarly, the second torque is corrected using the first torque to obtain the corrected torque. That is, based on the second torque obtained from the original CAN communication, the first torque obtained from SPI communication is used to mutually verify the second torque, ensuring the accuracy of the subsequent control signal determination. Thus, at least one of the corrected steering angle and corrected torque is determined as the target control information. This significantly improves the accuracy of the control signal, thereby enhancing the safety of steering control to a certain extent, and ultimately improving the overall safety of the driver assistance system.

[0051] Step S206: Based on the target control information, a control signal for steering control is generated and sent to the steering motor to instruct the steering motor to perform vehicle steering according to the control signal.

[0052] Optionally, the electro-hydraulic steering controller obtains a control signal for steering control through pulse modulation processing based on the target control information, and sends it to the steering motor to realize the steering motor operation.

[0053] Furthermore, a position sensor is connected to the steering motor to obtain the position of the steering motor, and this position is used as a closed-loop parameter for motor control to feed back to the electro-hydraulic steering controller. Simultaneously, the motor rotor is coaxially connected to a retarding mechanism, which gradually increases the torque of the motor's movement at a specific ratio, ultimately controlling the hydraulic valve. Under hydraulic pressure, the hydraulic control mechanism drives the steering tie rod, achieving vehicle steering.

[0054] In some embodiments, generating a control signal for steering control based on target control information includes: determining the control signal by taking at least one of corrected steering angle and corrected torque as target quantities and performing space vector pulse width modulation processing.

[0055] For example, the electro-hydraulic steering controller uses at least one of the correction angle and correction torque as target quantities, and calculates the PWM (Pulse Width Modulation) signal in vector space using the SVPWM (Space Vector Pulse Width Modulation) motor control algorithm. The electro-hydraulic steering controller uses the PWM signal as the target control information.

[0056] Furthermore, the electro-hydraulic steering controller outputs a weak PWM signal to the motor drive chip of the driver assistance electro-hydraulic steering system. After the PWM signal passes the validity verification, the motor drive chip amplifies it and connects the amplified control signal to the steering motor.

[0057] In this embodiment, the control signal is determined by using space vector pulse width modulation (SVM) processing, with at least one of the correction angle and correction torque as the target quantity. This comprehensive determination of the control signal based on both the correction angle and torque dimensions significantly improves the accuracy of the control signal, thereby enhancing the safety of steering control and ultimately improving the overall safety of the driver assistance system.

[0058] The aforementioned vehicle steering control method acquires first control information from an SPI isolated transceiver deployed in the driver assistance controller, and second control information from a CAN transceiver. The first control information is determined based on obstacle information acquired in a first acquisition cycle, and the second control information is determined based on obstacle information acquired in a second acquisition cycle. Thus, during the process of the driver assistance controller issuing control information, the transmission and reception of the first control information are effectively isolated by separately setting up an SPI isolated transceiver in the driver assistance controller, achieving isolated transmission and reception using SPI communication. The first and second control information are then fused to obtain the target control information. This effectively avoids information redundancy and ensures the accuracy of the target control information. Therefore, based on the highly accurate target control information, a control signal for steering control is generated in a timely manner and sent to the steering motor to instruct the steering motor to execute vehicle steering according to the control signal. This ensures the accuracy of the generated control signal, achieving accurate vehicle steering control while ensuring safe driving.

[0059] In some embodiments, obtaining first control information sent by an SPI isolated transceiver deployed in the driver assistance controller and second control information sent by a CAN transceiver includes: when the first control information sent by the SPI isolated transceiver deployed in the driver assistance controller is received at the current time, determining a first historical time period prior to the current time; obtaining historical control information received during the first historical time period from local storage, and filtering out the second control information sent by the CAN transceiver from the historical control information.

[0060] Optionally, if the assisted driving electro-hydraulic steering system receives first control information from the first SPI isolated transceiver at the current moment, and the electro-hydraulic steering controller determines that it has not received second control information from the first CAN transceiver at the current moment, then the electro-hydraulic steering controller determines a first historical time period prior to the current moment, retrieves historical control information received during the first historical time period from local storage, and filters out second control information that was transmitted at least once by the first CAN transceiver from the historical control information. The electro-hydraulic steering controller determines the transmission time of each of the filtered at least one second control information, and extracts the second control information corresponding to the transmission time closest to the current moment from the filtered at least one second control information.

[0061] For example, at time t1, the assisted driving electro-hydraulic steering system only receives the first control information M1 sent by the first SPI isolated transceiver. The electro-hydraulic steering controller retrieves x second control information obtained during the Δt time period from the local storage, namely N1, ..., Nx. Each second control information corresponds to the transmission time of a first CAN transceiver. If the transmission time of Nx is closest to t1, then Nx is retrieved.

[0062] Of course, in other examples, the assisted driving electro-hydraulic steering system simultaneously receives first control information from a first SPI isolated transceiver and second control information from a first CAN transceiver. The acquisition periods for the first and second control information are different.

[0063] In this embodiment, if the first control information is received from the SPI isolated transceiver deployed in the driver assistance controller at the current moment, it indicates that the second control information sent by the CAN transceiver in the driver assistance controller has not been received at the current moment. Furthermore, since the second control information under CAN communication is more accurate, to ensure the accuracy of steering control, a first historical time period prior to the current moment is first determined. Then, historical control information received during the first historical time period is retrieved from local storage, and the second control information sent by the CAN transceiver is filtered out from this historical control information. Only in this way can the accuracy of the control signal be ensured, thereby enabling precise control of the vehicle's steering.

[0064] In some embodiments, obtaining first control information sent by an SPI isolated transceiver deployed in the driver assistance controller includes: obtaining a first lateral control message sent by the SPI isolated transceiver deployed in the driver assistance controller. The first lateral control message is a message generated by the driver assistance controller based on obstacle recognition of images captured by a camera device to obtain a first obstacle list, and obtaining a vehicle driving path and a second obstacle list detected by a detection device, and based on the first obstacle list, the second obstacle list, and the vehicle driving path. The first lateral control message is parsed to obtain first control information.

[0065] The first lateral control message can be understood as an SPI message, which is used for the lateral control of the vehicle, including the vehicle's steering.

[0066] For example, the electro-hydraulic steering controller receives a first lateral control message sent by the first SPI isolated transceiver via the second SPI isolated transceiver.

[0067] The first lateral control message is generated by the driver assistance controller acquiring images and radar information collected during the first acquisition cycle. The images are captured by a camera, and the radar information is detected by a radar device. The driver assistance controller uses a perception algorithm to identify the images and obtain a first obstacle list. This first obstacle list includes obstacles captured by the camera. The driver assistance controller extracts a second obstacle list from the radar information. The driver assistance controller merges the first and second obstacle lists to obtain a target obstacle list. The driver assistance controller acquires the vehicle's driving path and determines the first lateral control message based on the driving path and the target obstacle list. The vehicle's driving path is determined based on its operating status.

[0068] In some embodiments, the first lateral control message further includes a reference control signal, and the method further includes: according to a control strategy, selecting a target control signal that matches the vehicle state from the reference control signal and the generated control signal, and sending the target control signal to the steering motor to instruct the steering motor to perform vehicle steering according to the target control signal.

[0069] The reference control signal is a control signal obtained by the driver assistance controller through space vector pulse width modulation, using at least one of the steering angle and torque from the first control information as target quantities. In other words, it is a reference control signal pre-calculated in the driver assistance controller before the first control information is sent to the driver assistance electro-hydraulic steering system.

[0070] The control strategy is a steering strategy determined based on the actual state of the vehicle. The control strategy can be pre-stored in the load-bearing electro-hydraulic steering system, or it can be determined by the operator's trigger operation.

[0071] For example, when the electro-hydraulic steering controller parses the reference control signal from the first lateral control message, the electro-hydraulic steering controller obtains the control strategy, selects a control signal that matches the vehicle state from the reference control signal and the generated control signal, determines the selected control signal as the target control signal, and sends it to the steering motor.

[0072] If the electro-hydraulic steering controller fails to parse the reference control signal from the first lateral control message, the electro-hydraulic steering controller directly sends the generated control signal to the steering motor to instruct the steering motor to steer the vehicle according to the control signal.

[0073] In this way, based on the control strategy, a target control signal matching the vehicle state can be selected from the reference control signal and the generated control signal to adapt to the current vehicle's assisted driving, ensuring the safety of vehicle operation. Finally, the target control signal is sent to the steering motor to instruct the steering motor to execute the vehicle's steering according to the target control signal, so as to complete the vehicle's steering quickly and efficiently, improving the efficiency of vehicle steering control.

[0074] In this embodiment, firstly, the driver assistance controller performs obstacle recognition on the images captured by the camera device to obtain a first obstacle list. Then, it acquires the vehicle's driving path and a second obstacle list detected by the detection device, and generates a first lateral control message based on the first obstacle list, the second obstacle list, and the vehicle's driving path. In other words, by fusing information collected by different devices, obstacles in the actual road scenario can be accurately identified, ensuring the accuracy of the first lateral control message, thereby enabling precise control of the vehicle's steering. Therefore, upon receiving the first lateral control message sent by the first SPI isolated transceiver, the first control information is obtained in real time by parsing the first lateral control message. Subsequent control operations are then performed based on the first control information.

[0075] In one specific embodiment, such as Figure 3 The diagram shown illustrates the application environment of vehicle steering control in another embodiment. The driver assistance controller includes a sensing main control chip, a first main control chip, a first CAN transceiver, and a first SPI isolated transceiver; the driver assistance electro-hydraulic steering system includes an electro-hydraulic steering controller, a steering motor, a retarding mechanism, and a hydraulic control mechanism. The electro-hydraulic steering controller comprises a motor drive chip, a main control chip, a second CAN transceiver, and a second SPI isolated transceiver.

[0076] The driver assistance controller is mainly responsible for driver assistance function calculations. It is connected to cameras via GMSL (Gigabit Multimedia Serial Links), millimeter-wave radar via CAN bus, and driver assistance electro-hydraulic steering system via CAN bus.

[0077] For an assisted driving electro-hydraulic steering system, its primary function is to execute steering control. It connects to an external CAN bus and twisted-pair cable to receive control signals transmitted from the assisted driving controller. These signals are then used to drive the steering motor, which in turn drives the vehicle's steering tie rod to complete the actual steering. For example, an assisted driving electro-hydraulic steering system includes an electro-hydraulic steering controller, a steering motor, a retarder mechanism, and a hydraulic control mechanism. The electro-hydraulic steering controller is the electronic control unit of the electro-hydraulic steering system. The steering motor and retarder mechanism are coaxially connected, and the retarder mechanism and hydraulic control mechanism are also coaxially connected.

[0078] Furthermore, such as Figure 4 The diagram illustrates the vehicle steering control steps in one embodiment. With the vehicle ignited, the initialization process of the driver assistance controller begins after the vehicle is powered on. First, the first main control chip is initialized, including the startup of the main control chip's operating system and peripheral initialization, i.e., the configuration of the first CAN transceiver, the first SPI isolated transceiver, and the sensing main control chip. Then, the application software is started sequentially, waiting for the driver assistance function to activate. After the driver assistance function is activated, it enters a periodic algorithm calculation. After the first main control chip completes its calculation, it periodically sends a first lateral control message (or an SPI control command), or, directionally, sends a first lateral control message and a second lateral control message (or a CAN control command) to the bus, and waits for feedback from the electro-hydraulic steering controller on motor status information according to a fixed cycle. Since the control cycles of SPI and CAN are different, the arbitration order of the algorithm cycle calculation is: algorithm cycle timer expiration > first CAN receiver receiving a message > first SPI isolated transceiver receiving a message. All three types can trigger the algorithm to perform a new cycle calculation. During the calculation or waiting process, the algorithm can be interrupted and exited through manual interruption or environmental checks. After exiting, it needs to be manually restarted to enter the driver assistance function.

[0079] The initialization process of the electro-hydraulic steering controller begins after the vehicle is powered on. First, the second main control chip is initialized, including the startup of the main control chip operating system and the initialization of peripherals, namely the configuration of the second CAN transceiver, the configuration of the second SPI isolated transceiver, and the configuration of the motor drive chip. Then, the motor self-test process is started. After the motor self-test is completed, the motor control state is entered. By default, if there is no control command after power-on, the motor controller enters the speed-sensitive power assist mode.

[0080] If the second SPI isolated transceiver of the electro-hydraulic steering controller receives the first lateral control message (or sends an SPI control command), that is, if it receives the first control information sent by the first SPI isolated transceiver deployed in the driver assistance controller at the current moment, it determines the first historical time period before the current moment; retrieves the historical control information received in the first historical time period from the local storage, and filters out the second control information sent by the CAN transceiver from the historical control information.

[0081] For example, the electro-hydraulic steering controller parses a first lateral control message to obtain first control information, and retrieves a previously stored second lateral control message (or sends a CAN control command). It then obtains second control information from the second lateral control message and, based on the first control information (which includes a first steering angle and a first torque, and a second steering angle and a second torque), corrects the second steering angle using the first steering angle to obtain a corrected steering angle, and corrects the second torque using the first torque to obtain a corrected torque. At least one of the corrected steering angle and corrected torque is determined as target control information. Using at least one of the corrected steering angle and corrected torque as the target quantity, a control signal is determined through space vector pulse width modulation processing.

[0082] The first control information is transmitted by the first SPI isolated transceiver at a first transmission frequency, and the second control information is transmitted by the first CAN transceiver at a second transmission frequency, wherein the first transmission frequency is greater than the second transmission frequency.

[0083] The first lateral control message is generated by the driver assistance controller based on the obstacle identification of the images captured by the camera, obtaining a first obstacle list, and acquiring the vehicle's driving path and a second obstacle list detected by the millimeter-wave radar.

[0084] Therefore, the electro-hydraulic steering controller sends a control signal to the steering motor to instruct the steering motor to steer the vehicle according to the control signal.

[0085] Of course, if the first lateral control message also includes a reference control signal, according to the control strategy, a target control signal that matches the vehicle state is selected from the reference control signal and the generated control signal, and the target control signal is sent to the steering motor to instruct the steering motor to perform vehicle steering according to the target control signal.

[0086] Furthermore, after the electro-hydraulic steering controller receives the first lateral control message, it needs to check the corresponding message, including the correctness, continuity, and reasonable range of the control message data. If no problems are found, the process of calculating the control signal is returned to the above steps.

[0087] After receiving the control signal, it is converted into a current value and sent to the driver chip. The driver chip amplifies the current value to drive the motor. The driver chip then feeds back the motor feedback current to the main control chip via SPI for closed-loop control. The main control chip summarizes the motor position, current, and other information to obtain a feedback message, which is then sent to the first SPI isolated transceiver in the driver assistance controller via a second SPI isolated transceiver. The first SPI isolated transceiver receives the feedback message and uses it as a closed-loop feedback signal in the next cycle of control algorithm calculation. The electro-hydraulic steering system can be manually interrupted, exited due to control command timeout, or triggered by a safety check. The driver assistance controller can also be manually interrupted.

[0088] It should be noted that SPI isolated transceivers are configured in the driver assistance controller and the driver assistance electro-hydraulic steering system respectively, realizing the isolated receiving and transmitting process of SPI communication, realizing high-frequency serial SPI communication, and replacing the interaction quantity from angle and torque with a proprietary protocol to achieve low-latency and high-load interaction, providing basic support for the lateral integrated control communication of driver assistance.

[0089] In this embodiment, by acquiring first control information sent by an SPI isolated transceiver deployed in the driver assistance controller and second control information sent by a CAN transceiver, the first control information is determined based on obstacle information acquired in the first acquisition cycle, and the second control information is determined based on obstacle information acquired in the second acquisition cycle. Thus, during the process of the driver assistance controller issuing control information, by separately setting up an SPI isolated transceiver in the driver assistance controller, the sending and receiving processes of the first control information are effectively isolated, realizing isolated transmission and reception of SPI communication. The first and second control information are then fused to obtain the target control information. This effectively avoids information redundancy and ensures the accuracy of the target control information. Therefore, based on the highly accurate target control information, a control signal for steering control is generated in a timely manner and sent to the steering motor to instruct the steering motor to execute vehicle steering according to the control signal. This ensures the accuracy of the generated control signal, achieving accurate vehicle steering control while ensuring safe driving.

[0090] It should be understood that although the steps in the flowcharts of the embodiments described above are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowcharts of the embodiments described above may include multiple steps or multiple stages. These steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the steps or stages of other steps.

[0091] Based on the same inventive concept, this application also provides a vehicle steering control device for implementing the vehicle steering control method described above. The solution provided by this device is similar to the solution described in the above method; therefore, the specific limitations of one or more vehicle steering control device embodiments provided below can be found in the limitations of the vehicle steering control method described above, and will not be repeated here.

[0092] In one exemplary embodiment, such as Figure 5 As shown, a vehicle steering control device 500 is provided, including: a control information acquisition module 502, a control information fusion module 504, and a control signal generation module 506, wherein:

[0093] The control information acquisition module 502 is used to acquire the first control information sent by the SPI isolated transceiver deployed in the driver assistance controller and the second control information sent by the CAN transceiver. The first control information is determined based on the obstacle information acquired in the first acquisition cycle, and the second control information is determined based on the obstacle information acquired in the second acquisition cycle.

[0094] The control information fusion module 504 is used to fuse the first control information and the second control information to obtain the target control information;

[0095] The control signal generation module 506 is used to generate a control signal for steering control based on the target control information and send it to the steering motor to instruct the steering motor to perform vehicle steering according to the control signal.

[0096] In some embodiments, the first control information is transmitted by an SPI isolated transceiver at a first transmission frequency, and the second control information is transmitted by a CAN transceiver at a second transmission frequency, wherein the first transmission frequency is greater than the second transmission frequency.

[0097] In some embodiments, the control information acquisition module 502 is configured to, when receiving first control information from an SPI isolated transceiver deployed in the driver assistance controller at the current time, determine a first historical time period prior to the current time; acquire historical control information received during the first historical time period from local storage; and filter out second control information sent by a CAN transceiver from the historical control information.

[0098] In some embodiments, the control information acquisition module 502 is used to acquire a first lateral control message sent by an SPI isolated transceiver deployed in the driver assistance controller. The first lateral control message is a message generated by the driver assistance controller based on the first obstacle list, the second obstacle list, and the vehicle driving path and the second obstacle list detected by the detection device, obtained by obstacle recognition of images captured by the camera device, and the vehicle driving path. The first lateral control message is parsed to obtain first control information.

[0099] In some embodiments, the first lateral control message further includes a reference control signal. The control signal generation module 506 is used to filter out a target control signal that matches the vehicle state from the reference control signal and the generated control signal according to the control strategy, and send the target control signal to the steering motor to instruct the steering motor to perform vehicle steering according to the target control signal.

[0100] In some embodiments, the first control information includes a first steering angle and a first torque, and the second control information includes a second steering angle and a second torque. The control information fusion module 504 is used to correct the second steering angle using the first steering angle to obtain a corrected steering angle, and to correct the second torque using the first torque to obtain a corrected torque; at least one of the corrected steering angle and the corrected torque is determined as target control information; the control signal generation module 506 is used to determine a control signal by taking at least one of the corrected steering angle and the corrected torque as the target quantity and performing space vector pulse width modulation processing.

[0101] Each module in the aforementioned vehicle steering control device can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in hardware within or independently of the processor of the driver assistance electro-hydraulic steering system within the vehicle steering control system, or stored in software within the memory of the driver assistance electro-hydraulic steering system within the vehicle steering control system, so that the processor can call and execute the corresponding operations of each module.

[0102] In one exemplary embodiment, such as Figure 6 As shown, a vehicle steering control system 600 is provided, which includes a driver assistance controller 610 and a driver assistance electro-hydraulic steering system 620, specifically:

[0103] The driver assistance controller 610 includes an SPI isolated transceiver 612 and a CAN transceiver 614. The SPI isolated transceiver 612 is used to send first control information, and the CAN transceiver 614 is used to send second control information. The first control information is determined based on obstacle information collected in a first acquisition cycle, and the second control information is determined based on obstacle information collected in a second acquisition cycle.

[0104] The driver assistance electro-hydraulic steering system 620 includes an electro-hydraulic steering controller 622 and a steering motor 624. The electro-hydraulic steering controller 622 is used to acquire first control information and second control information; fuse the first control information and second control information to obtain target control information; generate a control signal for steering control based on the target control information, and send it to the steering motor 624 to instruct the steering motor 624 to perform vehicle steering according to the control signal.

[0105] It should be noted that the specific system architecture can be found in the preceding text and the aforementioned sections. Figure 3 This will not be elaborated upon here.

[0106] In one embodiment, a computer-readable storage medium is provided having a computer program stored thereon. When executed by a processor, the computer program performs the following steps: acquiring first control information transmitted by an SPI isolated transceiver deployed in a driver assistance controller, and second control information transmitted by a CAN transceiver, wherein the first control information is determined based on obstacle information acquired in a first acquisition cycle, and the second control information is determined based on obstacle information acquired in a second acquisition cycle; fusing the first control information and the second control information to obtain target control information; and generating a control signal for steering control based on the target control information and sending it to the steering motor to instruct the steering motor to perform vehicle steering according to the control signal.

[0107] In one embodiment, the first control information is transmitted by an SPI isolated transceiver at a first transmission frequency, and the second control information is transmitted by a CAN transceiver at a second transmission frequency, wherein the first transmission frequency is greater than the second transmission frequency.

[0108] In one embodiment, when the computer program is executed by the processor, it further performs the following steps: upon receiving first control information from an SPI isolated transceiver deployed in the driver assistance controller at the current moment, determining a first historical time period prior to the current moment; retrieving historical control information received during the first historical time period from local storage, and filtering out second control information sent by a CAN transceiver from the historical control information.

[0109] In one embodiment, when the computer program is executed by the processor, it further performs the following steps: obtaining a first lateral control message sent by an SPI isolated transceiver deployed in the driver assistance controller, wherein the first lateral control message is a message generated by the driver assistance controller based on the first obstacle list obtained by performing obstacle identification on images captured by the camera device, obtaining the vehicle driving path and a second obstacle list detected by the detection device, and the first obstacle list, the second obstacle list and the vehicle driving path; and parsing the first lateral control message to obtain first control information.

[0110] In one embodiment, the first lateral control message also includes a reference control signal, and when the computer program is executed by the processor, it further implements the following steps: according to the control strategy, selecting a target control signal that matches the vehicle state from the reference control signal and the generated control signal, and sending the target control signal to the steering motor to instruct the steering motor to perform vehicle steering according to the target control signal.

[0111] In one embodiment, the first control information includes a first steering angle and a first torque, and the second control information includes a second steering angle and a second torque. When the computer program is executed by the processor, it further implements the following steps: correcting the second steering angle using the first steering angle to obtain a corrected steering angle, and correcting the second torque using the first torque to obtain a corrected torque; determining at least one of the corrected steering angle and the corrected torque as target control information; and determining a control signal by using at least one of the corrected steering angle and the corrected torque as a target quantity through space vector pulse width modulation processing.

[0112] In one embodiment, a computer program product is provided, including a computer program that, when executed by a processor, performs the following steps: acquiring first control information transmitted by an SPI isolated transceiver deployed in a driver assistance controller, and second control information transmitted by a CAN transceiver, wherein the first control information is determined based on obstacle information acquired in a first acquisition cycle, and the second control information is determined based on obstacle information acquired in a second acquisition cycle; fusing the first control information and the second control information to obtain target control information; and generating a control signal for steering control based on the target control information and sending it to the steering motor to instruct the steering motor to perform vehicle steering according to the control signal.

[0113] In one embodiment, the first control information is transmitted by an SPI isolated transceiver at a first transmission frequency, and the second control information is transmitted by a CAN transceiver at a second transmission frequency, wherein the first transmission frequency is greater than the second transmission frequency.

[0114] In one embodiment, when the computer program is executed by the processor, it further performs the following steps: upon receiving first control information from an SPI isolated transceiver deployed in the driver assistance controller at the current moment, determining a first historical time period prior to the current moment; retrieving historical control information received during the first historical time period from local storage, and filtering out second control information sent by a CAN transceiver from the historical control information.

[0115] In one embodiment, when the computer program is executed by the processor, it further performs the following steps: obtaining a first lateral control message sent by an SPI isolated transceiver deployed in the driver assistance controller, wherein the first lateral control message is a message generated by the driver assistance controller based on the first obstacle list obtained by performing obstacle identification on images captured by the camera device, obtaining the vehicle driving path and a second obstacle list detected by the detection device, and the first obstacle list, the second obstacle list and the vehicle driving path; and parsing the first lateral control message to obtain first control information.

[0116] In one embodiment, the first lateral control message also includes a reference control signal, and when the computer program is executed by the processor, it further implements the following steps: according to the control strategy, selecting a target control signal that matches the vehicle state from the reference control signal and the generated control signal, and sending the target control signal to the steering motor to instruct the steering motor to perform vehicle steering according to the target control signal.

[0117] In one embodiment, the first control information includes a first steering angle and a first torque, and the second control information includes a second steering angle and a second torque. When the computer program is executed by the processor, it further implements the following steps: correcting the second steering angle using the first steering angle to obtain a corrected steering angle, and correcting the second torque using the first torque to obtain a corrected torque; determining at least one of the corrected steering angle and the corrected torque as target control information; and determining a control signal by using at least one of the corrected steering angle and the corrected torque as a target quantity through space vector pulse width modulation processing.

[0118] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of the relevant data must comply with relevant regulations.

[0119] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium, and when executed, it can include the processes of the embodiments of the above methods. Any references to memory, databases, or other media used in the embodiments provided in this application can include at least one of non-volatile and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can take many forms, such as Static Random Access Memory (SRAM) or Dynamic Random Access Memory (DRAM). The databases involved in the embodiments provided in this application may include at least one type of relational database and non-relational database. Non-relational databases may include, but are not limited to, blockchain-based distributed databases. The processors involved in the embodiments provided in this application may be general-purpose processors, central processing units, graphics processing units, digital signal processors, programmable logic devices, quantum computing-based data processing logic devices, etc., and are not limited to these.

[0120] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0121] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of this patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this application should be determined by the appended claims.

Claims

1. A vehicle steering control method, characterized in that, The method includes: Upon receiving first control information from an SPI isolated transceiver deployed in the driver assistance controller at the current moment, a first historical time period prior to the current moment is determined; historical control information received during the first historical time period is retrieved from local storage, and second control information sent by a CAN transceiver is filtered from the historical control information. The first control information is determined based on obstacle information collected in a first acquisition cycle, and the second control information is determined based on obstacle information collected in a second acquisition cycle. The first control information is sent by the SPI isolated transceiver at a first transmission frequency, and the second control information is sent by the CAN transceiver at a second transmission frequency, wherein the first transmission frequency is greater than the second transmission frequency. By fusing the first control information and the second control information, target control information is obtained; Based on the target control information, a control signal for steering control is generated and sent to the steering motor to instruct the steering motor to perform vehicle steering according to the control signal.

2. The method according to claim 1, characterized in that, The method further includes: The system obtains a first lateral control message sent by the SPI isolated transceiver deployed in the driver assistance controller. The first lateral control message is a message generated by the driver assistance controller based on the first obstacle list, the second obstacle list and the vehicle driving path, and the vehicle driving path, after the driver assistance controller performs obstacle recognition on the image captured by the camera device to obtain a first obstacle list, and obtains the vehicle driving path and a second obstacle list detected by the detection device. The first lateral control message is parsed to obtain the first control information.

3. The method according to claim 2, characterized in that, The first lateral control message also includes a reference control signal, and the method further includes: According to the control strategy, a target control signal that matches the vehicle state is selected from the reference control signal and the generated control signal, and the target control signal is sent to the steering motor to instruct the steering motor to perform vehicle steering according to the target control signal.

4. The method according to claim 1, characterized in that, The first control information includes a first steering angle and a first torque, and the second control information includes a second steering angle and a second torque. The step of fusing the first control information and the second control information to obtain target control information includes: The first turning angle is used to correct the second turning angle to obtain the corrected turning angle, and the first torque is used to correct the second torque to obtain the corrected torque; At least one of the corrected steering angle and the corrected torque is determined as the target control information; The step of generating a control signal for steering control based on the target control information includes: Using at least one of the corrected rotation angle and the corrected torque as target quantities, a control signal is determined through space vector pulse width modulation processing.

5. A vehicle steering control device, characterized in that, The device for implementing the vehicle steering control method according to any one of claims 1 to 4 includes: The control information acquisition module is used to acquire first control information sent by the SPI isolated transceiver deployed in the driver assistance controller and second control information sent by the CAN transceiver. The first control information is determined based on obstacle information acquired in the first acquisition cycle, and the second control information is determined based on obstacle information acquired in the second acquisition cycle. A control information fusion module is used to fuse the first control information and the second control information to obtain target control information; The control signal generation module is used to generate a control signal for steering control based on the target control information and send it to the steering motor to instruct the steering motor to perform vehicle steering according to the control signal.

6. A vehicle steering control system, characterized in that, The system implementing the vehicle steering control method according to any one of claims 1 to 4 comprises: An assisted driving controller includes an SPI isolated transceiver and a CAN transceiver. The SPI isolated transceiver is used to send first control information, and the CAN transceiver is used to send second control information. The first control information is determined based on obstacle information collected in a first acquisition cycle, and the second control information is determined based on obstacle information collected in a second acquisition cycle. An electro-hydraulic steering system for assisted driving includes an electro-hydraulic steering controller and a steering motor. The electro-hydraulic steering controller is used to acquire first control information and second control information; fuse the first control information and second control information to obtain target control information; generate a control signal for steering control based on the target control information, and send it to the steering motor to instruct the steering motor to perform vehicle steering according to the control signal.

7. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the steps of the method according to any one of claims 1 to 4.

8. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by a processor, it implements the steps of the method according to any one of claims 1 to 4.

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