Control method of steer-by-wire actuator system

Abstract

The invention relates to the technical field of automobile steer-by-wire, in particular to a control method of a steer-by-wire actuator system, which comprises the following steps that: double systems of a steer-by-wire actuator respectively execute the following steps: identifying whether manual driving exists or not by analyzing the hand power condition of a driver; and identifying whether automatic driving exists or not through the enabling situation of the automatic driving request signal; whether the whole vehicle environment supports driving steering or not is judged by analyzing the validity data of the whole vehicle signal; carrying out exchange synchronization on the manual driving identification result, the automatic driving identification result and the validity data of the whole vehicle signal through dual-system communication to obtain synchronous data; confirming a current whole vehicle driving mode according to the synchronous data; according to the steering-by-wire actuator system, the accuracy and the safety of whole vehicle signal recognition are improved through exchange redundancy recognition of received signals by the steering-by-wire actuator dual system, and the redundancy and the safety of the steering-by-wire actuator system body and driving mode recognition control are improved through exchange redundancy judgment of fault information.

Description

Technical Field

[0001] The present invention relates to the technical field of automobile steer-by-wire, and in particular to a control method of a steer-by-wire actuator system. Background Art

[0002] The electric power steering system is an important component of the vehicle system, which is directly related to the safety and comfort of the vehicle. With the development of autonomous driving, higher requirements are put forward for the safety, comfort and accuracy of the wire-controlled steering system that supports both autonomous driving and manual driving.

[0003] Research has found that the electric power steering system that supports L4-level autonomous driving cars is prone to inaccurate identification of autonomous driving and manual driving, unsmooth switching, and unsafe steering due to the competition between autonomous driving and manual driving and the redundancy of the body's functions. This seriously affects the driver's driving safety and driving experience. Summary of the invention

[0004] The purpose of the present invention is to provide a control method for a wire-controlled steering actuator system to improve the accuracy of recognition between automatic driving and manual driving, the safety of the steering function, and the comfort of the driving experience.

[0005] To this end, the present invention provides a control method for a wire-controlled steering actuator system, wherein the wire-controlled steering actuator system includes a system A and a system B that run in parallel and have the same functions, and the control method includes: The two systems perform the following steps respectively: Identify whether manual driving exists by analyzing the driver's hand force; Identify whether autonomous driving exists by enabling the autonomous driving request signal; By analyzing the validity data of the vehicle signal, it is determined whether the vehicle environment supports driving steering; The manual driving recognition results, the automatic driving recognition results and the validity data of the whole vehicle signal are exchanged and synchronized through dual system communication to obtain synchronized data; confirming the current vehicle driving mode according to the synchronized data; Among them, the whole vehicle signal includes a vehicle speed signal and a Ready signal, and the whole vehicle driving mode includes A single system manual driving, B single system manual driving, A single system automatic driving, B single system automatic driving, AB dual system manual driving, AB dual system automatic driving, AB dual system fault and standby mode.

[0006] As a preferred technical solution of the control method of the wire control steer actuator system, after confirming the vehicle driving mode, it also includes: synchronously confirming the fault category of each system through dual-system communication exchange and switching functions according to the fault category; Among them, the fault categories include functional protection category, torque signal failure category, steering wheel angle signal failure category, wire-controlled road sense request failure category, automatic driving request failure category, vehicle signal failure category, motor failure category and electronic control module failure category.

[0007] As a preferred technical solution of the control method of the wire-controlled steer actuator system, for the torque signal failure type, steering wheel angle signal failure type, wire-controlled road sense request failure type, automatic driving request failure type or vehicle signal failure type: If any one of the two systems or the two systems recognizes that the corresponding fault category exists in the system or the other system, the system selectively adopts the normal signal of the A system and the B system, and outputs the normal signal to the A system or the B system for corresponding functional support; If either system A or system B or both systems identify that corresponding fault categories exist in both systems, the manual driving function is cut off.

[0008] As a preferred technical solution for the control method of the wire-controlled steering actuator system, the classification of the functional protection categories satisfies the requirement that the actuator functions are available. When the functional protection is caused by excessive actuator temperature or current, and either system in the dual system or the dual system recognizes that the present system or the other system has a functional protection category, the output of the actuator is reduced.

[0009] As a preferred technical solution for the control method of the wire-controlled steer actuator system, for the dual-system communication failure type, if any one of the dual systems or the dual systems recognizes that the dual-system communication failure type exists in the present system or the other system, system A is adopted to cut off the automatic driving function and the manual driving function of system B. When it is recognized that system A cannot support, system B is adopted to cut off the automatic driving function and the manual driving function of system A. When it is recognized that both systems AB cannot support, both systems cut off the automatic driving function and the manual driving function.

[0010] As a preferred technical solution for the control method of the wire-controlled steering actuator system, for the motor failure type, if any one of the dual systems or the dual systems recognizes that there is a motor failure in the present system or the other system, both systems cut off the automatic driving function and the manual driving function.

[0011] As a preferred technical solution of the control method of the wire-controlled steering actuator system, for the electronic control module failure type, if any one of the dual systems or the dual systems recognizes that the electronic control module failure type exists in the present system or the other system, a normal electronic control module in the dual system is used to continue to support the automatic driving and manual driving related functions; If any one of the two systems or both systems identify that both systems have electronic control module failure, both systems will cut off the automatic driving function and the manual driving function.

[0012] As a preferred technical solution of the control method of the wire-controlled steering actuator system, the identification of whether automatic driving exists by analyzing the driver's hand force specifically includes: The moment of manual intervention can be identified by the amount of hand force applied by the driver on the steering wheel; Start timing of manual intervention; Determine the integral value of hand force over time; The integral value is compared with the corresponding threshold value. If the integral value is greater than the corresponding threshold value, it is determined to be manual driving. If the integral value is not greater than the corresponding threshold value, it is determined to be automatic driving.

[0013] As a preferred technical solution of the control method of the wire-controlled steering actuator system, the synchronization data confirming the current vehicle driving mode specifically includes: determining a steering function requirement through the synchronization data; Determine the support status of the steering function requirements based on whether the steering wheel angle signal, torque signal, and motor control function are normal; The whole vehicle driving mode is determined according to the steering function requirement and the support status of the steering function requirement.

[0014] The beneficial effects of the present invention are: The present invention provides a control method for a wire-controlled steering actuator system. The present invention improves the automatic driving function and the manual driving function through the wire-controlled steering actuator system, thereby ensuring the safety and rapid marketization of the automobile's automatic driving. The exchange redundant recognition of the received signal by the dual systems of the wire-controlled steering actuator improves the accuracy and safety of the vehicle signal recognition. The exchange redundant judgment of the fault information of the dual systems of the wire-controlled steering actuator greatly improves the redundancy and safety of the wire-controlled steering actuator system. The exchange redundant recognition of the manual driving and automatic driving of the dual systems of the wire-controlled steering actuator greatly improves the accuracy, redundancy and safety of the driving mode recognition of the wire-controlled steering actuator.

[0015] Furthermore, the present invention significantly improves the recognition accuracy of manual driving and automatic driving modes through the joint analysis of multi-dimensional signals (driver's hand force, automatic driving request signal, vehicle speed and Ready signal) and the communication synchronization mechanism between the two systems, thus avoiding unsafe conditions caused by misidentification.

[0016] Furthermore, the present invention adopts a parallel redundant design for system A and system B. When any system fails, it can be compensated and function switched through the normal signal of the other system to ensure safe operation under various failure conditions. And for different types of failures (such as torque signal failure, steering wheel angle signal failure, motor failure, electronic control module failure, etc.), the present invention provides accurate classification response measures to minimize the impact of failures on the steering safety of the entire vehicle.

[0017] Furthermore, through the detailed analysis of steering function support (including torque signal, steering wheel angle signal, motor control, etc.), the system can dynamically evaluate and switch to single-system or dual-system working mode, effectively ensuring the continuity of the steering function. In the automatic driving and manual driving modes, the calculation method of the system power assistance is different. By adapting the power assistance curve calculation of different modes, a smoother and more comfortable steering experience is achieved.

[0018] Furthermore, the present invention aims at manual driving, and the system uses the method of hand force time integration to achieve accurate recognition, effectively distinguishing the driver's intervention, and can shorten the judgment time, especially for sudden and strong intervention, which is effective and helps safety. In the automatic driving mode, the comprehensive calculation of the power curve, damping curve and return curve ensures the vehicle's response stability and reduces the discomfort caused by steering delay or excessive response.

[0019] Furthermore, the dual-system communication synchronization mechanism of the present invention not only improves the real-time performance of mode judgment, but also ensures the uniformity and coordination of logical judgment during mode switching, thereby avoiding control delays and safety hazards caused by information lags or conflicts.

[0020] Furthermore, the present invention can accurately respond and adjust according to different operating conditions (such as failure of autonomous driving request, failure of vehicle signal, motor failure, etc.), especially when dual-system communication fails or other extreme conditions, the system's minimum safe operation capability is guaranteed by functional reduction or partial disconnection.

[0021] Furthermore, the present invention adopts a modular processing strategy for specific fault categories (such as functional protection and electronic control module failure), achieves fault isolation and retains the remaining functions to the maximum extent, which helps to reduce the risk of overall system interruption caused by faults. When the motor and electronic control module fail, the system can still support basic functions through redundant design, further improving the reliability and availability of the system. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 is a flow chart of a control method of a wire-controlled steering actuator system according to an embodiment of the present invention; Figure 2 This is a schematic diagram of automatic driving and manual driving identification and control according to an embodiment of the present invention; Figure 3 This is a flowchart of automatic driving and manual driving identification according to an embodiment of the present invention. DETAILED DESCRIPTION

[0023] In order to make the objects and advantages of the present invention more clearly understood, the present invention is further described below in conjunction with embodiments; it should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the present invention.

[0024] The preferred embodiments of the present invention are described below with reference to the accompanying drawings. It should be understood by those skilled in the art that these embodiments are only used to explain the technical principles of the present invention and are not intended to limit the protection scope of the present invention.

[0025] It should be noted that, in the description of the present invention, terms such as "up", "down", "left", "right", "inside" and "outside" indicating directions or positional relationships are based on the directions or positional relationships shown in the drawings. This is merely for the convenience of description and does not indicate or imply that the device or element must have a specific orientation, be constructed and operated in a specific orientation. Therefore, it cannot be understood as a limitation on the present invention.

[0026] In addition, it should be noted that in the description of the present invention, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For those skilled in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0027] like Figure 1-Figure 2 As shown, this embodiment provides a control method for a wire-controlled steering actuator system, which is implemented as a whole based on a redundant EPS controller with NXP's S32K342 as the main MCU. The steering motor adopts a 6-phase permanent magnet synchronous motor (PMSM), with a single three-phase torque of 5.25NM, a six-phase torque of 10.5NM, and a rated speed of 1150r / min. The wire-controlled steering actuator system includes a system A and a system B running in parallel and having the same functions. The control method specifically includes: Step S1, the dual systems respectively identify whether manual driving exists by analyzing the driver's hand force; Step S2, the two systems respectively identify whether autonomous driving exists through the enabling status of the autonomous driving request signal; Step S3, the two systems respectively determine whether the vehicle environment supports driving steering by analyzing the validity data of the vehicle signal; Step S4, exchanging and synchronizing the manual driving recognition result, the automatic driving recognition result and the validity data of the whole vehicle signal through dual system communication to obtain synchronous data; Step S5, confirming the current vehicle driving mode according to the synchronization data; Among them, the vehicle signals include vehicle speed signals and Ready signals; the vehicle driving modes include A single system manual driving, B single system manual driving, A single system automatic driving, B single system automatic driving, AB dual system manual driving, AB dual system automatic driving, AB dual system fault and standby mode.

[0028] In the above embodiments, the automatic driving function and the manual driving function are improved by the wire-controlled steering actuator system, thereby ensuring the safety and rapid marketization of the automobile's automatic driving. The exchange and redundant recognition of the received signal by the dual systems of the wire-controlled steering actuator improves the accuracy and safety of the vehicle signal recognition. The exchange and redundant judgment of the fault information of the dual systems of the wire-controlled steering actuator greatly improves the redundancy and safety of the wire-controlled steering actuator system. The exchange and redundant recognition of the manual driving and automatic driving of the dual systems of the wire-controlled steering actuator greatly improves the accuracy, redundancy and safety of the driving mode recognition of the wire-controlled steering actuator.

[0029] Specifically, the determination of the vehicle driving mode includes the steering-by-wire actuator system receiving vehicle signals (vehicle speed signal, Ready signal), automatic driving request signal, and the effectiveness of manual driving recognition, and realizing the vehicle driving steering function requirements through control algorithm logic analysis.

[0030] The wire-controlled steering actuator system A identifies whether manual driving exists by analyzing the driver's hand strength, determines whether automatic driving is requested by the enablement of the automatic driving request signal, and determines whether the vehicle environment can support normal driving by analyzing the validity of the received vehicle signals (vehicle speed signal, Ready signal). The three parts of the judgment results are synchronized to the wire-controlled steering actuator system B through the communication between the wire-controlled steering actuator AB dual systems. The wire-controlled steering actuator system B performs the same judgment and synchronizes the judgment results to the wire-controlled steering actuator system A to achieve redundant signal verification judgment. The dual systems then judge the vehicle driving steering function requirements based on Table 1. The steering function requirements are determined specifically through the following Table 1: Table 1 Steering function requirement judgment table

[0031] On the basis of the above-mentioned embodiment, the wire-controlled steering actuator system realizes the support of the whole vehicle driving steering function through control algorithm logic analysis according to the collected torque signal, steering wheel angle signal and the effectiveness of the motor control module (ie, effectiveness data).

[0032] The wire-controlled steering actuator system A determines whether it can support manual driving by analyzing the torque signal, whether it can support the automatic driving function by analyzing the steering wheel angle signal, and whether it can support the steering function normally by analyzing the motor control function. The three results are synchronized to the wire-controlled steering actuator system B through the communication between the wire-controlled steering actuator AB dual systems. The wire-controlled steering actuator system B performs the same judgment and synchronizes the judgment result to the wire-controlled steering actuator system A to achieve redundant verification judgment. The dual systems then judge the functional support of the vehicle driving steering according to Table 2 below.

[0033] Table 2 Steering function support judgment table

[0034] After the functional support for the vehicle's driving steering is determined, the dual systems of the wire-controlled steer actuator system respectively perform logical AND operations on the steering function requirements and the steering function support to achieve steering function confirmation.

[0035] The wire-controlled steering actuator A system performs a logical AND operation on the steering function request and the steering function support obtained, and obtains the steering function confirmation of the wire-controlled steering actuator A system according to Table 3. Similarly, the wire-controlled steering actuator B system performs a logical AND operation on the steering function request and the steering function support obtained, and obtains the function execution confirmation of the wire-controlled steering actuator B system according to the following Table 3. According to the function confirmation situation, when the wire-controlled steering actuator dual systems are normal, the logical judgment result of the wire-controlled steering actuator A system is used first to control the motor. When the wire-controlled steering actuator A system fails, the motor control is switched to the wire-controlled steering actuator B system. When the wire-controlled steering actuator B system fails, the motor control is switched to the wire-controlled steering actuator A system. When the wire-controlled steering actuator AB systems fail at the same time, the steering assist function is turned off.

[0036] Table 3 Steering function confirmation table

[0037] The wire-controlled steering actuator system obtains the vehicle driving mode based on the final steering function confirmation, and matches the corresponding steering assist method to realize the vehicle steering function.

[0038] Please continue reading Figure 2 As shown in the figure, the system is input through vehicle communication and self-driving communication. When the vehicle is in automatic driving, the power-assist part of the steering actuator system is composed of the superposition of the power-assist curve, damping curve, and return curve calculation results. When the vehicle is in manual driving, the power-assist part of the steering actuator system is composed of the angle control calculation results. The motor control current is calculated according to the control algorithm under the corresponding function to realize the drive control of the 6-phase motor, thereby realizing the steering function required by the vehicle.

[0039] As a preferred technical solution of the control method of the wire control steer actuator system, after confirming the driving mode of the whole vehicle, it also includes: synchronously confirming the fault category of each system through dual-system communication exchange and switching functions according to the fault category; Among them, the fault categories include function protection, torque signal failure, steering wheel angle signal failure, wire control road sense request failure, automatic driving request failure, vehicle signal failure, motor failure and electronic control module failure. The specific classification is shown in Table 4 below. Table 4 Fault category classification table

[0040] Since the redundant design of this solution is that system A shares its own fault information with system B, system B also shares its own fault information with system A, realizing single-system dual-signal recognition.

[0041] For functional protection, when one of system A and system B or both systems recognize that there is a functional protection in their own system or the other system, the entire system reduces the output capacity of the actuator.

[0042] For torque signal failure, when one of the A and B systems or both systems recognize that their own system or the other system has torque signal failure, the entire system uses the normal torque signal of the AB system and continues to support manual driving related functions. When one of the A and B systems or both systems recognize that both systems have torque signal failure, the entire system cuts off the manual driving function.

[0043] For steering wheel angle signal failure, when one of system A and system B or both systems recognize that one of their own system or the other system has steering wheel angle signal failure, the entire system uses the normal steering wheel angle signal of system AB to continue to support autonomous driving related functions. When one of system A and system B or both systems recognize that both systems have steering wheel angle signal failure, the entire system cuts off the autonomous driving function.

[0044] For the line control road sense request failure type, when one of the A system and the B system or both systems recognize that the line control road sense request failure type exists in its own system or the other system, the entire system adopts the normal line control road sense request signal in the AB system and continues to support manual driving related functions. When one of the A system and the B system or both systems recognize that the line control road sense request failure type exists in both systems, the entire system cuts off the manual driving function.

[0045] For the automatic driving request failure class, when one of the A system and the B system or both systems recognize that their own system or the other system has the automatic driving request failure class, the entire system uses the normal automatic driving request signal of the AB system and continues to support the automatic driving related functions. When one of the A system and the B system or both systems recognize that both systems have the automatic driving request failure class, the entire system cuts off the automatic driving function.

[0046] For vehicle signal failure, when one of the A and B systems or both systems recognize that their own system or the other system has vehicle signal failure, the entire system uses the normal vehicle signal in the AB system to continue to support automatic driving and manual driving related functions. When one of the A and B systems or both systems recognize that both systems have vehicle signal failure, the entire system cuts off the automatic driving and manual driving functions.

[0047] For the dual-system communication failure type, when one of the A and B systems or the two systems identify that there is a dual-system communication failure in their own system or the other system, the entire system uses the A system and cuts off the B system to prioritize supporting the automatic driving and manual driving functions. When it is identified that the A system cannot support, the entire system uses the B system and cuts off the A system's support for the automatic driving and manual driving functions. When it is identified that both systems AB cannot support, the entire system cuts off the automatic driving and manual driving functions.

[0048] For motor failure, when one of system A and system B or both systems identify that there is a motor failure in its own system or the other system, the entire system cuts off the automatic driving and manual driving functions.

[0049] For electronic control module failure, when one of the A and B systems or both systems identify that their own system or the other system has electronic control module failure, the entire system uses the normal electronic control module in the AB system to continue to support automatic driving and manual driving related functions. When one of the A and B systems or both systems identify that both systems have electronic control module failure, the entire system cuts off the automatic driving and manual driving functions.

[0050] For details, see Figure 3 As shown, identifying whether manual driving exists by analyzing the driver's hand force specifically includes: The moment of manual intervention can be identified by the amount of hand force applied by the driver on the steering wheel; Start timing of manual intervention; Determine the integral value of hand force over time; The integral value is compared with the corresponding threshold value. If the integral value is greater than the corresponding threshold value, it is determined to be manual driving. If the integral value is not greater than the corresponding threshold value, it is determined to be automatic driving. In detail, the process of identifying manual driving or automatic driving in this embodiment is as follows: Figure 3 As shown in the figure: Mz: absolute value of hand strength M0: Dead zone of hand force during autonomous driving M1: Dead zone of hand force when not in autonomous driving Tk: Accumulated time without human intervention during automatic driving Tk0: Time threshold for confirmation without human intervention during autonomous driving Tj: Time integral of manual force with human intervention during autonomous driving Tj0: The threshold of the hand force-time integral for manual intervention confirmation during autonomous driving Tn: Cumulative time without human intervention during non-automatic driving Tn0: Confirmation time threshold without human intervention during non-automatic driving Tm: The integral of hand force over time with manual intervention during non-automatic driving Tm0: The integral threshold of hand force over time for manual intervention confirmation in non-automatic driving ManFlag: Manual driving flag In this embodiment, the hand force dead zone during automatic driving and the hand force dead zone during non-automatic driving are set respectively for comparison with the absolute value of hand force, and the four states are preliminarily determined as follows: automatic driving without human intervention, automatic driving with human intervention, non-automatic driving without human intervention, and non-automatic driving with human intervention. For the four states, corresponding thresholds are set respectively (the corresponding thresholds are set according to the actual vehicle calibration and can be adjusted according to the scene adaptability) to perform cumulative time comparison and finally realize the identification of manual driving and automatic driving. In detail, in this embodiment, for manual driving, the system adopts the method of hand force time integration to achieve accurate identification, effectively distinguish the driver's intervention, and can shorten the judgment time, especially for sudden strong intervention, the effect is obvious, which is conducive to safety. In the automatic driving mode, the comprehensive calculation of the power assist curve, the damping curve and the return curve ensures the smooth response of the vehicle and reduces the discomfort caused by steering delay or excessive response.

[0051] In the above embodiment, through the joint analysis of multi-dimensional signals (driver's hand force, automatic driving request signal, vehicle speed and Ready signal), and the communication synchronization mechanism between the two systems, the recognition accuracy of manual driving and automatic driving modes is significantly improved, and the unsafe conditions caused by misidentification are avoided. In addition, a parallel redundant design is adopted for system A and system B. When any system fails, it can be compensated and function switched through the normal signal of the other system to ensure safe operation under various failure conditions. In addition, accurate classification response measures are provided for different types of failures (such as torque signal failure, steering wheel angle signal failure, motor failure, electronic control module failure, etc.), which minimizes the impact of failures on vehicle steering safety. Through the detailed analysis of steering function support (including torque signal, steering wheel angle signal, motor control, etc.), the system can dynamically evaluate and switch to single system or dual system working mode, effectively ensuring the continuity of the steering function. In the automatic driving and manual driving modes, the calculation method of the system power assistance is different. By adapting the power assistance curve calculation of different modes, a smoother and more comfortable steering experience is achieved.

[0052] The flow chart and block diagram in the accompanying drawings illustrate the possible architecture, function and operation of the device, method and computer program product according to various embodiments of the present application. In this regard, each box in the flow chart or block diagram can represent a module, a program segment or a part of a code, and the module, the program segment or a part of the code contains one or more executable instructions for realizing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the box can also occur in a different order from the order marked in the accompanying drawings. For example, two boxes represented in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram and / or flow chart, and the combination of the boxes in the block diagram and / or flow chart can be implemented with a dedicated hardware-based device that performs a specified function or operation, or can be implemented with a combination of dedicated hardware and computer instructions.

[0053] Obviously, the above embodiments of the present invention are only examples for clearly explaining the present invention, and are not intended to limit the implementation methods of the present invention. For those skilled in the art, other different forms of changes or modifications can be made based on the above description. It is not necessary and impossible to list all the implementation methods here. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the protection scope of the claims of the present invention.

Claims

1. A control method for a wire-controlled steering actuator system, wherein the wire-controlled steering actuator system comprises a system A and a system B running in parallel and having the same functions, characterized in that: The control method comprises: The two systems perform the following steps respectively: Identify whether manual driving exists by analyzing the driver's hand force; Identify whether autonomous driving exists by enabling the autonomous driving request signal; By analyzing the validity data of the vehicle signal, it is determined whether the vehicle environment supports driving steering; The manual driving recognition results, the automatic driving recognition results and the validity data of the whole vehicle signal are exchanged and synchronized through dual system communication to obtain synchronized data; confirming the current vehicle driving mode according to the synchronized data; Among them, the whole vehicle signal includes a vehicle speed signal and a Ready signal, and the whole vehicle driving mode includes A single system manual driving, B single system manual driving, A single system automatic driving, B single system automatic driving, AB dual system manual driving, AB dual system automatic driving, AB dual system fault and standby mode.

2. The control method of the steer-by-wire actuator system according to claim 1, characterized in that: After confirming the vehicle driving mode, the method further includes: synchronously confirming the fault category of each system through dual-system communication exchange and performing function switching according to the fault category; Among them, the fault categories include functional protection category, torque signal failure category, steering wheel angle signal failure category, wire-controlled road sense request failure category, automatic driving request failure category, whole vehicle signal failure category, motor failure category, dual system communication failure category and electronic control module failure category.

3. The control method of the steer-by-wire actuator system according to claim 2, characterized in that: For the torque signal failure class, steering wheel angle signal failure class, wire control road sense request failure class, automatic driving request failure class or vehicle signal failure class: If any one of the two systems or the two systems recognizes that the corresponding fault category exists in the system or the other system, the system selectively adopts the normal signal of the A system and the B system, and outputs the normal signal to the A system or the B system for corresponding functional support; If either system A or system B or both systems identify that corresponding fault categories exist in both systems, the manual driving function is cut off.

4. The control method of the steer-by-wire actuator system according to claim 2, characterized in that: The classification of the functional protection class satisfies the requirement that the actuator function is available. When the functional protection is caused by excessive actuator temperature or current, and either system in the dual system or the dual system identifies that the system or the other system has a functional protection class, the output of the actuator is reduced.

5. The control method of the steer-by-wire actuator system according to claim 2, characterized in that: For the dual-system communication failure type, if any one of the dual systems or the dual systems identifies that the dual-system communication failure type exists in the present system or the other system, the A system is used to cut off the automatic driving function and the manual driving function of the B system. When it is identified that the A system cannot support it, the B system is used to cut off the automatic driving function and the manual driving function of the A system. When it is identified that both the A and B systems cannot support it, both systems cut off the automatic driving function and the manual driving function.

6. The control method of the steer-by-wire actuator system according to claim 2, characterized in that: For the motor failure type, if any one of the dual systems or the dual systems identifies that the system or the other system has a motor failure type, both systems cut off the automatic driving function and the manual driving function.

7. The control method of the steer-by-wire actuator system according to claim 2, characterized in that: For the electronic control module failure type, if any one of the dual systems or the dual systems identifies that the electronic control module failure type exists in the present system or the other system, the normal electronic control module in the dual system is used to continue to support the autonomous driving and manual driving related functions; If any one of the two systems or both systems identify that both systems have electronic control module failure, both systems will cut off the automatic driving function and the manual driving function.

8. The control method of the steer-by-wire actuator system according to claim 1, characterized in that: The identifying whether automatic driving exists by analyzing the driver's hand force specifically includes: The moment of manual intervention can be identified by the amount of hand force applied by the driver on the steering wheel; Start timing of manual intervention; Determine the integral value of hand force over time; The integral value is compared with the corresponding threshold value. If the integral value is greater than the corresponding threshold value, it is determined to be manual driving. If the integral value is not greater than the corresponding threshold value, it is determined to be automatic driving.

9. The control method of the steer-by-wire actuator system according to claim 1, characterized in that: Confirming the current vehicle driving mode according to the synchronization data specifically includes: determining a steering function requirement through the synchronization data; Determine the support status of the steering function requirements based on whether the steering wheel angle signal, torque signal, and motor control function are normal; The whole vehicle driving mode is determined according to the steering function requirement and the support status of the steering function requirement.

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