Rear-wheel steering fault handling systems, methods and vehicles

Abstract

This application discloses a rear-wheel steering fault handling system, method, and vehicle, applied in the field of vehicle control technology. The system includes a rear-wheel steering system, a redundant steering system, and a connecting component. The connecting component is configured to electrically connect the rear-wheel steering system and the redundant steering system in an open state. The rear-wheel steering system drives the rear wheels of the vehicle to steer. When a rear-wheel steering system fault is detected, the redundant steering system controls the connecting component to be in an open state and controls the rear-wheel steering system according to the vehicle's steering wheel angle and lateral acceleration, so that the rear-wheel steering system drives the rear wheels back to a preset neutral position. This application not only reduces the hardware cost of the vehicle but also effectively reduces the risk of lateral movement of the vehicle, reduces the wear of the rear wheels, and improves the driving safety of the vehicle.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to rear-wheel steering fault handling systems, methods and vehicles. Background Technology

[0002] Rear-wheel steering systems are designed to control the rear wheels of a vehicle to steer under specific conditions during driving, thereby improving vehicle handling, stability, and agility. In related technologies, when the rear-wheel steering system malfunctions, it typically controls the rear wheels to maintain the angular position at the time of the malfunction. However, these technologies can cause lateral movement of the vehicle during driving and accelerate wear on the rear wheels, thus requiring improvements in driving safety. Summary of the Invention

[0003] This application provides a rear-wheel steering failure handling system, method, and vehicle for controlling the rear wheels of a vehicle to return to a preset neutral position when the rear-wheel steering system of the vehicle fails, thereby improving the driving safety of the vehicle.

[0004] On one hand, embodiments of this application provide a rear-wheel steering fault handling system, the system comprising:

[0005] Rear-wheel steering system, used to steer the rear wheels of a vehicle;

[0006] A redundant steering system is used to control the connection component to be in the open state when a fault is detected in the rear wheel steering system, and to control the rear wheel steering system according to the steering wheel angle and lateral acceleration of the vehicle, so that the rear wheel steering system drives the rear wheels back to a preset center position;

[0007] The connection component is configured to electrically connect the rear wheel steering system and the redundant steering system in the open state.

[0008] On the other hand, embodiments of this application provide a rear-wheel steering fault handling method, which is applied to the aforementioned rear-wheel steering fault handling system. The method includes the following steps:

[0009] In the event of a fault detected in the rear wheel steering system, the redundant steering system controls the connection component to be in the open state, so that the redundant steering system is electrically connected to the rear wheel steering system.

[0010] The redundant steering system controls the rear wheel steering system based on the vehicle's steering wheel angle and lateral acceleration, so that the rear wheel steering system drives the rear wheels back to a preset neutral position.

[0011] In another aspect, embodiments of this application provide a vehicle, the vehicle comprising:

[0012] At least one processor;

[0013] At least one memory for storing at least one program;

[0014] When the at least one program is executed by the at least one processor, the at least one processor implements the above-described rear wheel steering fault handling method.

[0015] The beneficial effects of this application are: providing a rear-wheel steering fault handling system, method, and vehicle, which, upon detecting a rear-wheel steering system fault, controls the redundant steering system connection component to be in an open state, thereby energizing the redundant steering system and the rear-wheel steering system; and controls the rear-wheel steering system based on the vehicle's steering wheel angle and lateral acceleration, so that the rear-wheel steering system drives the rear wheels back to a preset neutral position. Therefore, when the vehicle's rear-wheel steering system fails, controlling it through the redundant steering system to return the rear wheels to the preset neutral position not only reduces the vehicle's hardware costs but also effectively reduces the risk of lateral movement of the entire vehicle, lessens rear wheel wear, and improves driving safety.

[0016] Other features and advantages of this application will be set forth in the description which follows, and will be apparent in part from the description, or may be learned by practicing the application. The objectives and other advantages of this application may be realized and obtained by means of the structures particularly pointed out in the description, claims and drawings. Attached Figure Description

[0017] Figure 1 This is a structural diagram of the rear wheel steering fault handling system provided in this application;

[0018] Figure 2 This is a structural diagram of the rear-wheel steering system provided in this application;

[0019] Figure 3 This is a structural diagram of a redundant steering system provided in this application;

[0020] Figure 4 This is another structural diagram of the redundant steering system provided in this application;

[0021] Figure 5 This is a flowchart of the rear wheel steering failure handling method provided in this application;

[0022] Figure 6 This is an example drawing of a vehicle provided in this application;

[0023] Figure 7 This is another structural diagram of the redundant steering system provided in this application. Detailed Implementation

[0024] 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.

[0025] The present application will be further described below with reference to the accompanying drawings and specific embodiments. The described embodiments should not be considered as limitations on the present application, and all other embodiments obtained by those skilled in the art without inventive effort are within the scope of protection of the present application.

[0026] In the following description, references are made to “some embodiments,” which describe a subset of all possible embodiments. However, it is understood that “some embodiments” may be the same subset or different subsets of all possible embodiments and may be combined with each other without conflict.

[0027] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein is for the purpose of describing embodiments of this application only and is not intended to limit this application.

[0028] Rear-wheel steering is an advanced vehicle steering system designed to control the rear wheels of a vehicle under specific conditions during driving, thereby improving vehicle handling, stability, and agility, and enhancing the driving experience and safety. This rear-wheel steering can be in the same or opposite direction as the front wheels, or it can be independent of the front wheels, but it is not limited to these methods.

[0029] When the rear-wheel steering system is functioning normally, it can respond to the rear-wheel steering commands from the upper-level controller and control the steering of the rear wheels. However, when the rear-wheel steering system malfunctions, it often fails to respond to or over-times the rear-wheel steering commands from the upper-level controller, thus failing to control the steering of the rear wheels. In related technologies, for the sake of vehicle driving safety, when the rear-wheel steering system malfunctions, the vehicle's rear wheels are typically kept at the angle position at which the malfunction occurred.

[0030] However, keeping the rear wheels in the malfunctioning corner position will exert lateral driving force on the vehicle, causing it to move laterally during driving. This lateral movement poses a high risk, and in such situations, the driver often needs to actively control the steering wheel to keep the vehicle in a straight line, increasing the difficulty of driving. Furthermore, keeping the rear wheels in the malfunctioning corner position can easily lead to abnormal four-wheel alignment, thus accelerating rear tire wear. Therefore, the driving safety of this technology needs improvement.

[0031] In view of this, embodiments of this application provide a rear-wheel steering failure handling system, method, and vehicle, which aim to control the rear wheels of the vehicle to return to a preset neutral position in the event of a failure in the rear-wheel steering system of the vehicle, thereby improving the driving safety of the vehicle.

[0032] The rear-wheel steering fault handling system, method, and vehicle provided in this application mainly relate to various driving control scenarios such as Highly Automatic Driving (HAD), Highly Automatic Parking (HAP), and Vehicle Dynamics Control (VDC). Those skilled in the art will understand that the rear-wheel steering fault handling system, method, and vehicle provided in this application can be executed in various driving control scenarios of the vehicle.

[0033] For example, in some embodiments, the rear-wheel steering fault handling system, method, and vehicle provided in this application can be applied in an automated driving control scenario. In an automated driving control scenario, the vehicle achieves automatic driving. At this time, the controller associated with the automated driving control function calculates the rear wheel steering angle based on the automated driving trajectory, generates a corresponding rear wheel steering command based on the rear wheel steering angle, and sends it to the steering system used to execute the rear wheel steering function. The steering system responds to the rear wheel steering command to achieve rear wheel steering control.

[0034] In this application scenario, when the steering system used to perform rear-wheel steering malfunctions, it cannot respond to rear-wheel steering commands initiated by the controller associated with the automatic driving control function. The rear wheels remain at the angular position present during the malfunction, which interferes with the automatic driving control function, such as adversely affecting the calculation of the automatic driving trajectory and reducing the control accuracy. In this case, the rear-wheel steering malfunction handling system, method, and vehicle provided in this application embodiment can be used to control the rear wheels of the vehicle to return to a preset neutral position, reducing the interference of the rear-wheel steering malfunction on the automatic driving control function, thereby improving vehicle driving safety.

[0035] For example, in some embodiments, the rear-wheel steering fault handling system, method, and vehicle provided in this application can be applied in dynamic control scenarios. In a dynamic control scenario, the driver controls the rear-wheel steering of the vehicle by controlling the steering wheel. At this time, the dynamic controller calculates the rear wheel steering angle according to a preset ratio, generates a corresponding rear-wheel steering command based on the rear wheel steering angle, and sends it to the steering system for performing the rear-wheel steering function. The steering system for performing the rear-wheel steering function responds to the rear-wheel steering command to achieve rear-wheel steering control.

[0036] In this application scenario, when the steering system used to perform rear-wheel steering malfunctions, it cannot respond to rear-wheel steering commands initiated by the dynamic controller. The rear wheels remain at the angle position at the time of the malfunction, which affects the vehicle's response to dynamic steering demands such as U-turns, low-to-medium speed steering, lane changes, high-speed emergency avoidance, and manual parking. In this situation, the rear-wheel steering malfunction handling system, method, and vehicle provided in this application embodiment can be used to control the vehicle's rear wheels to return to a preset neutral position, improving the vehicle's response to dynamic steering demands and thus enhancing driving safety.

[0037] For example, in some embodiments, the rear-wheel steering fault handling system, method, and vehicle provided in this application can be applied to automatic parking control scenarios. In an automatic parking control scenario, the vehicle performs automatic parking. At this time, the controller related to the automatic parking control function calculates the rear wheel steering angle based on the automatic parking trajectory line, generates a corresponding rear wheel steering command based on the rear wheel steering angle, and sends it to the steering system used to perform the rear wheel steering function. The steering system used to perform the rear wheel steering function responds to the rear wheel steering command to achieve rear wheel steering control.

[0038] In this application scenario, when the steering system used to perform the rear-wheel steering function malfunctions, it cannot respond to rear-wheel steering commands initiated by the controller associated with the automatic parking control function. The rear wheels remain in the angular position present during the malfunction, which affects the vehicle's automatic parking performance. In this situation, the rear-wheel steering malfunction handling system, method, and vehicle provided in this application embodiment can be used to control the vehicle's rear wheels to return to a preset neutral position, improving the vehicle's automatic parking performance and thus enhancing driving safety.

[0039] It is understood that the above application scenarios are merely illustrative and do not imply any limitation on the actual application of the rear-wheel steering fault handling system, method, and vehicle in the embodiments of this application. Those skilled in the art will understand that the rear-wheel steering fault handling system, method, and vehicle in the embodiments of this application can be used to perform specified tasks in different application scenarios.

[0040] The specific implementation methods of the embodiments of this application will be described in detail below with reference to the accompanying drawings. First, the rear wheel steering fault handling system provided in the embodiments of this application will be described below with reference to the accompanying drawings.

[0041] Reference Figure 1 The rear-wheel steering fault handling system provided in this application embodiment may include:

[0042] The rear-wheel steering system 100 is used to steer the rear wheels of the vehicle.

[0043] The redundant steering system 200 is used to control the connection component 300 to be in the open state when a fault is detected in the rear wheel steering system 100, and to control the rear wheel steering system 100 according to the steering wheel angle and lateral acceleration of the vehicle, so that the rear wheel steering system 100 drives the rear wheels back to the preset center position.

[0044] The connection component 300 is configured to electrically connect the rear wheel steering system 100 and the redundant steering system 200 when in the open state.

[0045] In this embodiment, the rear-wheel steering fault handling system may include, but is not limited to, a rear-wheel steering system 100, a redundant steering system 200, and a connecting component 300. The connecting component 300 is configured to electrically connect the rear-wheel steering system 100 and the redundant steering system 200 when in an open state. When a fault is detected in the rear-wheel steering system 100, the redundant steering system 200 controls the connecting component 300 to be in an open state, thereby electrically connecting the redundant steering system 200 and the rear-wheel steering system 100. Furthermore, the redundant steering system 200 controls the rear-wheel steering system 100 based on the vehicle's steering wheel angle and lateral acceleration, causing the rear-wheel steering system 100 to drive the rear wheels back to a preset neutral position.

[0046] When the rear-wheel steering system 100 is functioning normally, it responds to the rear-wheel steering commands from the upper controller and controls the steering of the vehicle's rear wheels. However, when the rear-wheel steering system 100 malfunctions, it often fails to respond to the commands, preventing the rear wheels from steering. In response, related technologies typically lock the rear wheels at the angle where the malfunction occurred. This approach tends to increase the risk of lateral movement of the vehicle and accelerate tire wear. Generally, even when the rear-wheel steering system 100 malfunctions and cannot respond to the commands from the upper controller, its steering drive function for the rear wheels remains normal.

[0047] Therefore, in the case of a detected malfunction in the rear-wheel steering system 100, this embodiment controls the rear-wheel steering system 100 through a redundant steering system 200, thereby driving the rear wheels of the vehicle to quickly and accurately return to a preset neutral position. In this way, on the one hand, this embodiment does not require additional devices for controlling the rear wheels to return to the neutral position; only additional wiring harness connections are needed, effectively reducing the amount of hardware required for the rear-wheel steering function and lowering the vehicle's hardware cost. On the other hand, by controlling the rear wheels to return to the preset neutral position, this embodiment not only effectively reduces the risk of lateral movement of the vehicle, minimizing lateral movement during driving and reducing the difficulty of driving, but also reduces the possibility of abnormal four-wheel alignment and reduces wear on the rear wheels, thereby improving driving safety.

[0048] It should be noted that the aforementioned connection component 300 is configured to energize the rear-wheel steering system 100 and the redundant steering system 200 in the open state, and to disconnect the rear-wheel steering system 100 and the redundant steering system 200 in the closed state. Specifically, when a fault is detected in the rear-wheel steering system 100, the connection component 300 is in the open state; when a normal operation is detected in the rear-wheel steering system 100, the connection component 300 is in the closed state.

[0049] It is understood that the position of the aforementioned connecting component 300 can be set according to the actual situation, and this application embodiment does not specifically limit it.

[0050] For example, in some embodiments, the connection component 300 may be a separate component, i.e., the connection component 300 is disposed between the rear wheel steering system 100 and the redundant steering system 200.

[0051] For example, in some embodiments, the connection component 300 may be part of the redundant steering system 200, that is, the connection component is disposed in the redundant steering system 200.

[0052] It is understood that the type of the aforementioned connection component 300 can be set according to the actual situation, and this application embodiment does not limit it.

[0053] For example, in some embodiments, the connection component 300 described above may be a relay, and the type of relay may be flexibly set, such as an electromagnetic relay or a thermal relay, but is not limited thereto.

[0054] Taking an electromagnetic relay as an example, when a fault is detected in the rear wheel steering system 100, the connecting component 300 is in the open state. In this open state, the coil of the connecting component 300 is energized, which generates a corresponding electromagnetic field. This electromagnetic field attracts the iron core of the connecting component 300, causing the contacts of the connecting component 300 to close. The rear wheel steering system 100 is then energized and connected to the redundant steering system 200 through the connecting component 300. When a normal operation is detected in the rear wheel steering system 100, the connecting component 300 is in the closed state. In this closed state, the coil of the connecting component 300 is not energized and no corresponding electromagnetic field is generated, causing the contacts of the connecting component 300 to open. The redundant steering system 200 and the rear wheel steering system 100 are then disconnected.

[0055] For example, in some embodiments, the connection component 300 described above can be a bipolar junction transistor (BJT). The type of the BJT can be flexibly set; for example, the BJT can be an NPN type BJT or a PNP type BJT, but it is not limited to these. It should be understood that an NPN type BJT is composed of two layers of electron-conducting semiconductor sandwiching a layer of hole-conducting semiconductor, and a PNP type BJT is composed of two layers of hole-conducting semiconductor sandwiching a layer of electron-conducting semiconductor.

[0056] Taking an NPN bipolar junction transistor as an example, the collector of the connection component 300 is connected to the redundant steering system 200, the emitter of the connection component 300 is grounded, and the collector of the connection component 300 is connected to the rear wheel steering system 100. When a fault is detected in the rear wheel steering system 100, the redundant steering system 200 outputs a high-level signal to the collector of the connection component 300, and the connection component 300 is in the open state, i.e., conducting. The rear wheel steering system 100 is energized and connected to the redundant steering system 200 through the connection component 300. When a normal operation is detected in the rear wheel steering system 100, the redundant steering system 200 outputs a low-level signal to the collector of the connection component 300, and the connection component 300 is in the closed state, i.e., cut off. The redundant steering system 200 and the rear wheel steering system 100 are disconnected.

[0057] It is understood that, in addition to bipolar junction transistors and relays, the aforementioned connection component 300 may also be other devices such as silicon controlled rectifiers, metal-oxide-semiconductor field-effect transistors (MOSFETs), etc., and this application embodiment does not limit this.

[0058] It should be noted that the aforementioned rear-wheel steering system 100 can be configured to autonomously drive the rear wheels of the vehicle to steer when the rear-wheel steering system 100 is detected to be normal, and to drive the rear wheels of the vehicle to steer under the control of the redundant steering system 200 when the rear-wheel steering system 100 is detected to malfunction, so that the rear wheels return to a preset neutral position.

[0059] It is understood that the aforementioned rear-wheel steering system 100 can be any electronic device, mechanical device, or a combination of both used to control the steering of the rear wheels of a vehicle.

[0060] Exemplarily, in some implementations, reference is made to Figure 2The rear-wheel steering system 100 described above may include a rear-wheel drive motor 110, a rear-wheel motor controller 120, and a rear-wheel motor drive module 130, but is not limited thereto. In this rear-wheel steering system 100, the rear-wheel motor controller 120 is electrically connected to the rear-wheel motor drive module 130, and the rear-wheel motor drive module 130 is electrically connected to the rear-wheel drive motor 110. When the rear-wheel steering system 100 is functioning normally, the rear-wheel motor controller 120 receives rear-wheel steering commands from the upper-level controller, processes the commands to obtain the steering angle of the rear wheels, and sends it to the rear-wheel motor drive module 130. The rear-wheel motor drive module 130 controls the rear-wheel drive motor 110 based on this steering angle. When the rear-wheel drive motor 110 rotates, it drives the rear wheels to steer, thereby adjusting the steering angle of the rear wheels to the specified steering angle.

[0061] The failure of the rear-wheel steering system 100 is mostly due to a fault in at least one of the rear-wheel motor controller 120 or the rear-wheel motor drive module 130, i.e., a fault in the rear-wheel motor controller 120, a fault in the rear-wheel motor drive module 130, or a fault in both the rear-wheel motor controller 120 and the rear-wheel motor drive module 130. Therefore, when the rear-wheel steering system 100 fails, the rear-wheel drive motor 110 is often in a normal and usable state, meaning that the steering drive function of the rear wheels by the rear-wheel steering system 100 is normal and usable. Based on this, in the case of detecting a fault in the vehicle's rear-wheel steering system 100, this embodiment of the application controls the rear-wheel steering system 100 through the redundant steering system 200, so as to drive the rear wheels of the vehicle to return to the neutral position quickly and accurately through the rear-wheel steering system 100, thereby improving the driving safety of the vehicle.

[0062] In the above example, the upper-level controller is any controller used to send rear-wheel steering commands to the rear-wheel steering system 100. Furthermore, the type of the upper-level controller can be set according to actual circumstances, and this application embodiment does not limit this. For example, the upper-level controller can be a dynamic controller; or, the upper-level controller can be a controller related to automatic driving control functions or automatic parking control functions, but is not limited to these.

[0063] In the above example, the rear wheel motor controller 120 can be any electronic device used to receive rear wheel steering commands from the upper controller and execute the rear wheel steering commands. Executing the rear wheel steering commands can involve processing the commands to obtain the rear wheel steering angle, but is not limited to this.

[0064] Furthermore, the type of the rear wheel motor controller 120 can be set according to actual conditions, and this application embodiment does not limit it. For example, the rear wheel motor controller 120 may be an electronic control unit (ECU) for receiving rear wheel steering commands from an upper controller and executing the rear wheel steering commands; or, the rear wheel motor controller 120 may be a micro-controller unit (MCU) for receiving rear wheel steering commands from an upper controller and executing the rear wheel steering commands, but it is not limited to these.

[0065] Furthermore, the communication method between the rear wheel motor controller 120 and the upper-level controller can be configured according to actual conditions, and this application embodiment does not limit this. For example, the upper-level controller communicates with the rear wheel motor controller 120 through a serial communication interface, which can be a Serial Peripheral Interface (SPI), a Controller Area Network (CAN) bus interface, etc., but is not limited to these; or, the upper-level controller communicates with the rear wheel motor controller 120 through wireless communication, which can be a Wireless Local Area Network (WLAN), Ethernet, etc., but is not limited to these.

[0066] In the above example, the rear wheel motor drive module 130 can be any electronic device used to control the rotation of the rear wheel drive motor 110 by means of the steering angle of the rear wheel.

[0067] Furthermore, the type of the rear wheel motor drive module 130 can be set according to actual conditions, and this application embodiment does not limit it. For example, the rear wheel motor drive module 130 can be an electronic control unit for controlling the rotation of the rear wheel drive motor 110 by means of the steering angle of the rear wheel; or, the rear wheel motor drive module 130 can be a microcontroller unit for controlling the rotation of the rear wheel drive motor 110 by means of the steering angle of the rear wheel, but it is not limited to this.

[0068] Furthermore, the communication method between the rear wheel motor drive module 130 and the rear wheel motor controller 120 can be set according to actual conditions, and this application embodiment does not limit this. For example, the rear wheel motor drive module 130 communicates with the rear wheel motor controller 120 through a serial communication interface, which can be a serial peripheral interface, a controller area network bus interface, etc., but is not limited to these; or, the rear wheel motor drive module 130 communicates with the rear wheel motor controller 120 through wireless communication, which can be a wireless local area network, Ethernet, etc., but is not limited to these.

[0069] In the above example, the rear-wheel drive motor 110 refers to a motor installed on the rear wheel and used to drive the rear wheel to steer. It is understood that the rear-wheel drive motor 110, when rotating, will drive the rear wheel to steer.

[0070] Furthermore, the type of the rear-wheel drive motor 110 can be set according to actual conditions, and this application embodiment does not limit it. For example, the rear-wheel drive motor 110 can be a six-phase dual-winding drive motor; or, the rear-wheel drive motor 110 can be a six-phase three-winding drive motor, but it is not limited to this.

[0071] Of course, the rotation direction of the rear-wheel drive motor 110 can also be set according to actual conditions, and this application embodiment does not limit this. For example, under the control of the rear-wheel drive module 130, the rear-wheel drive module 130 controls the rear-wheel drive motor 110 to rotate clockwise so that the rear wheels rotate to the steering angle; or, under the control of the rear-wheel drive module 130, the rear-wheel drive module 130 controls the rear-wheel drive motor 110 to rotate counterclockwise so that the rear wheels rotate to the steering angle, but it is not limited to this.

[0072] Furthermore, the connection method between the rear-wheel drive motor 110 and the rear-wheel motor drive module 130 can be set according to actual conditions, and this application embodiment does not limit this. For example, the rear-wheel drive motor 110 can be connected to the rear-wheel motor drive module 130 through a serial communication interface. The serial communication method can be a serial peripheral interface, a controller area network bus interface, etc., but is not limited to these.

[0073] It is understood that the fault detection method of the rear wheel steering system 100 described above can be set according to the actual situation, and the embodiments of this application do not limit it.

[0074] For example, in some embodiments, during vehicle driving, the rear-wheel steering system 100 performs a self-check. If the rear-wheel steering system 100 detects a preset rear-wheel steering fault, it sends a fault signal. The redundant steering system 200 receives this fault signal and considers it as a fault detected in the rear-wheel steering system 100, but this is not limited to this. The aforementioned rear-wheel steering fault can be set according to actual conditions, and this application embodiment does not limit it. For example, the rear-wheel steering fault may include one or more faults such as abnormal system parameters of the rear-wheel steering system 100, abnormal mechanical structure operation, or abnormal hardware controller operation, but is not limited to these. However, it should be noted that in this application embodiment, regardless of the type of fault in the rear-wheel steering system 100, the rear-wheel steering system 100's steering drive function for the rear wheels is in a normal and usable state.

[0075] For example, in some embodiments, when the rear-wheel steering system 100 is functioning normally, the rear wheels will turn at a certain angle to reduce the turning radius of the vehicle when it turns. However, in the event of a malfunction in the rear-wheel steering system 100, the rear wheels will be stuck at the turning angle position when the function fails. If the driver wants to keep the vehicle driving in a straight line, the driver needs to actively operate the steering wheel, which will generate a certain steering wheel angle. At this steering wheel angle, the lateral acceleration of the vehicle is often different from the lateral acceleration under normal conditions.

[0076] Therefore, the steering wheel angle and lateral acceleration of the vehicle during driving can be obtained through the rear-wheel steering system 100 or the redundant steering system 200. Then, the expected value of the lateral acceleration corresponding to the steering wheel angle during driving can be determined. This expected value refers to the lateral acceleration of the vehicle when steering under normal conditions of the rear-wheel steering system 100. A fault in the rear-wheel steering system 100 can then be determined based on the lateral acceleration and the expected value. In this way, whether the rear-wheel steering system 100 is faulty can be determined by the steering wheel angle and lateral acceleration during driving, effectively improving the fault detection efficiency of the rear-wheel steering system 100 and ensuring the response speed of fault handling in the rear-wheel steering system 100. It should be understood that when the rear wheel steering system 100 determines that it has a fault, the rear wheel steering system 100 will send out a fault signal. The redundant steering system 200 receives the fault signal and regards it as a fault detected in the rear wheel steering system 100 of the vehicle. When the redundant steering system 200 determines that the rear wheel steering system 100 has a fault, the redundant steering system 200 directly regards it as a fault detected in the rear wheel steering system 100 of the vehicle.

[0077] The specific operations performed by the rear-wheel steering system 100 or the redundant steering system 200 when determining the expected value of lateral acceleration corresponding to the steering wheel angle during vehicle driving can be set according to actual conditions, and this embodiment does not limit this.

[0078] For example, the aforementioned rear-wheel steering system 100 or redundant steering system 200 selects the expected value corresponding to the steering wheel angle during vehicle driving from the preset mapping data as the expected value of lateral acceleration. The preset mapping data includes multiple preset steering wheel angles and the lateral acceleration corresponding to each preset steering wheel angle. The preset mapping data can be chart data or tabular data, but is not limited to these.

[0079] For example, the aforementioned rear-wheel steering system 100 or redundant steering system 200 obtains the expected value of lateral acceleration based on the steering wheel angle during vehicle operation, combined with machine learning methods. The machine learning method can be set according to actual conditions; for example, it could be a random forest algorithm; or it could be a logistic regression algorithm, but it is not limited to these.

[0080] Furthermore, the specific operations performed by the aforementioned rear-wheel steering system 100 or the aforementioned redundant steering system 200 when determining a fault in the rear-wheel steering system 100 based on the lateral acceleration and the expected value of lateral acceleration during vehicle driving can also be set according to the actual situation, and this embodiment does not limit this.

[0081] For example, the rear-wheel steering system 100 or the redundant steering system 200, based on the lateral acceleration and expected lateral acceleration of the vehicle during driving, and combined with machine learning methods, obtains a rear-wheel steering failure risk coefficient. This coefficient indicates the degree of failure of the rear-wheel steering system 100. The rear-wheel steering failure risk coefficient is positively correlated with the degree of failure of the rear-wheel steering system 100; that is, the higher the coefficient, the more severe the failure. If the coefficient exceeds a preset failure threshold, the rear-wheel steering system 100 is deemed to be faulty; otherwise, it is deemed to be functioning normally. Both the failure threshold and the machine learning method can be set according to actual conditions.

[0082] For example, if the rear-wheel steering system 100 or the redundant steering system 200 detects that the absolute value of the difference between the lateral acceleration of the vehicle during driving and the expected value of the lateral acceleration is greater than a preset acceleration threshold, then the rear-wheel steering system 100 is determined to be faulty; otherwise, the rear-wheel steering system 100 is determined to be normal. The acceleration threshold can be set according to actual conditions.

[0083] For example, if the rear-wheel steering system 100 or the redundant steering system 200 detects that the lateral acceleration of the vehicle during driving is not equal to the expected value of lateral acceleration, then the rear-wheel steering system 100 or the redundant steering system 200 determines that the rear-wheel steering system 100 is faulty; otherwise, the rear-wheel steering system 100 is determined to be normal.

[0084] It should be noted that the redundant steering system 200 can be configured to, when the rear wheel steering system 100 is detected to be normal, not to intervene in the rear wheel steering system 100 and to keep the connection component 300 in a closed state; and when the rear wheel steering system 100 is detected to be faulty, to keep the connection component 300 in an open state, so that the redundant steering system 200 is electrically connected to the rear wheel steering system 100 through the connection component 300, and to control the rear wheel steering system 100 according to the steering wheel angle and lateral acceleration of the vehicle, so that the rear wheel steering system 100 drives the rear wheels back to a preset neutral position.

[0085] It is understood that the aforementioned redundant steering system 200 can be any electronic device used to intervene and control the rear wheel steering system 100 when a fault is detected in the rear wheel steering system 100. For example, the aforementioned redundant steering system 200 can be the vehicle's body domain controller 220; or, the aforementioned redundant steering system 200 can be the vehicle's infotainment system, but is not limited thereto.

[0086] It is understood that the control method of the redundant steering system 200 on the connecting component 300 can be set according to the actual situation, and the embodiments of this application do not limit it.

[0087] For example, in some embodiments, the connection component 300 is an electromagnetic relay. The connection component 300 is electrically connected to the redundant steering system 200. When the rear wheel steering system 100 is detected to be normal, the redundant steering system 200 does not output current to the connection component 300, so that the connection component 300 remains in the closed state, and the redundant steering system 200 is disconnected from the rear wheel steering system 100. When a fault is detected in the rear wheel steering system 100, the redundant steering system 200 outputs current to the connection component 300, so that the connection component 300 is in the open state, and the redundant steering system 200 is electrically connected to the rear wheel steering system 100 through the connection component 300.

[0088] For example, in some embodiments, the connection component 300 is an NPN bipolar junction transistor. The collector of the connection component 300 is connected to the redundant steering system 200, the emitter of the connection component 300 is grounded, and the collector of the connection component 300 is connected to the rear wheel steering system 100. When a fault is detected in the rear wheel steering system 100, the redundant steering system 200 outputs a high-level signal to the collector of the connection component 300, and the connection component 300 is in the open state, i.e., conducting. The redundant steering system 200 is energized and connected to the rear wheel steering system 100 through the connection component 300. When a normal operation is detected in the rear wheel steering system 100, the redundant steering system 200 outputs a low-level signal to the collector of the connection component 300, and the connection component 300 is in the closed state, i.e., cut off. The redundant steering system 200 and the rear wheel steering system 100 are disconnected.

[0089] It should be noted that the steering wheel angle mentioned above refers to the steering wheel angle when the vehicle is being driven in the event of a 100% failure of the rear wheel steering system. It is used to indicate the degree and direction of steering required by the vehicle.

[0090] It is understood that the method for obtaining the steering wheel angle described above can be set according to actual conditions, and this application embodiment does not limit it. For example, when driving a vehicle, the steering wheel angle is detected by a preset steering wheel angle sensor to obtain the steering wheel angle. It should be understood that the steering wheel angle sensor is a sensor used to measure the steering wheel angle and the number of rotations. The steering wheel angle sensor can be a digitally coded sensor or a mechanical sensor, and it can be flexibly set according to actual conditions.

[0091] It should be noted that the aforementioned lateral acceleration refers to the acceleration generated by the vehicle while driving in the event of a 100% failure of the rear wheel steering system, and this acceleration is perpendicular to the driving direction of the vehicle.

[0092] It is understood that the method for obtaining the lateral acceleration described above can be set according to actual conditions, and this application embodiment does not limit it. For example, when driving a vehicle, the lateral acceleration of the vehicle is detected by a preset acceleration sensor to obtain the lateral acceleration of the vehicle. It should be understood that an acceleration sensor is a sensor used to measure the acceleration of an object.

[0093] It is understandable that when the redundant steering system 200 controls the rear wheel steering system 100 based on the vehicle's steering wheel angle and lateral acceleration, the specific operation it performs may be to determine the steering angle of the rear wheel steering system 100 based on the vehicle's steering wheel angle and lateral acceleration, and then control the rear wheel steering system 100 based on the steering angle, but it is not limited to this.

[0094] The functions and structure of the above modules will be further explained below.

[0095] In some implementations, refer to Figure 1 and Figure 3 The aforementioned redundant steering system 200 may include a front wheel steering system 210, which may include a front wheel steering subsystem 211 connected to the connection assembly 300, wherein:

[0096] The front wheel steering subsystem 211 is used to control the connection assembly 300 to be in the open state when a fault is detected in the rear wheel steering system 100 and the front wheel steering subsystem 211 is active, so as to enable the front wheel steering subsystem 211 to be electrically connected to the rear wheel steering system 100.

[0097] The front wheel steering subsystem 211 is also used to control the rear wheel steering system 100 based on the steering wheel angle and lateral acceleration when a fault is detected in the rear wheel steering system 100 and the front wheel steering subsystem 211 is active, so that the rear wheel steering system 100 drives the rear wheels back to the neutral position.

[0098] In this embodiment, the front-wheel steering system 210 of a vehicle typically includes a front-wheel drive motor 212, which is located at the front wheels of the vehicle and is used to drive the front wheels for steering. It is understood that the front-wheel drive motor 212 will steer the front wheels when it rotates. The type of front-wheel drive motor 212 can be flexibly configured according to actual conditions; for example, the front-wheel drive motor 212 can be a six-phase dual-winding drive motor, but it is not limited to this. Furthermore, most current front-wheel steering systems 210 are redundant architectures, meaning that the front-wheel steering system 210 can also include two subsystems: a primary front-wheel steering subsystem 213 and a secondary front-wheel steering subsystem 211. In this redundant architecture, when the main front wheel steering subsystem 213 is functioning normally, it controls the front wheel drive motor 212 to achieve front wheel steering control of the vehicle, while the secondary front wheel steering subsystem 211 is idle. When the main front wheel steering subsystem 213 fails, it is disabled due to the fault, and the secondary front wheel steering subsystem 211 takes over to perform the front wheel steering function, that is, it controls the front wheel drive motor 212 to achieve front wheel steering control of the vehicle.

[0099] Based on this, this embodiment provides a redundant takeover control method for the rear wheel steering of a vehicle. Specifically, when a fault is detected in the rear wheel steering system 100, the rear wheel steering system 100 is controlled by an idle and available front wheel steering subsystem 211, thereby driving the rear wheels of the vehicle to quickly and accurately return to the neutral position. Specifically, in this embodiment, the redundant steering system 200 may include a front wheel steering system 210, which may include a front wheel steering subsystem 211. The front wheel steering subsystem 211 is connected to a connecting assembly 300. When the connecting assembly 300 is in the open state, the front wheel steering subsystem 211 is electrically connected to the rear wheel steering system 100 through the connecting assembly 300. When the connecting assembly 300 is in the closed state, the front wheel steering subsystem 211 and the rear wheel steering system 100 are disconnected. In the front wheel steering subsystem 211, when a fault is detected in the rear wheel steering system 100 and the front wheel steering subsystem 211 is active, the front wheel steering subsystem 211 controls the connection component 300 to be in the open state, so that the front wheel steering subsystem 211 is electrically connected to the rear wheel steering system 100 through the connection component 300, and the front wheel steering subsystem 211 controls the rear wheel steering system 100 according to the steering wheel angle and lateral acceleration, so that the rear wheel steering system 100 drives the rear wheels back to the neutral position.

[0100] As can be seen, when a fault is detected in the rear-wheel steering system 100, this embodiment takes over the rear-wheel steering control of the vehicle from the existing front-wheel steering subsystem 211. This achieves redundant takeover control of the rear-wheel steering without adding new vehicle hardware, thus effectively reducing the amount of hardware required for the rear-wheel steering function and lowering the vehicle's hardware costs. Furthermore, by controlling the rear-wheel steering system 100 from the front-wheel steering subsystem 211 to return the rear wheels to the neutral position, the risk of lateral movement of the vehicle is effectively reduced, the phenomenon of lateral movement of the vehicle during driving is reduced, the difficulty of driving the vehicle is lowered, the possibility of abnormal four-wheel alignment is reduced, and the wear of the rear wheels is lessened, thereby improving the driving safety of the vehicle.

[0101] It should be noted that the above-mentioned effective front wheel steering subsystem 211 means that the front wheel steering system 210 is equipped with a front wheel steering subsystem 211, and the front wheel steering subsystem 211 does not take over the front wheel steering function, and the front wheel steering subsystem 211 is fault-free.

[0102] It is understood that the fault detection method of the rear wheel steering system 100 described above can be set according to actual conditions, and this embodiment does not limit it. For example, during vehicle driving, the rear wheel steering system 100 performs a self-check. If the rear wheel steering system 100 detects a preset rear wheel steering fault, it sends a fault signal. The front wheel steering subsystem 211 receives this fault signal and considers it as a fault detected in the rear wheel steering system 100. Another example is that during vehicle driving, the front wheel steering subsystem 211 or the rear wheel steering system 100 detects whether the rear wheel steering system 100 is faulty based on the steering wheel angle and lateral acceleration during driving. The implementation of the above examples is the same as that described in the foregoing embodiments, and will not be repeated here.

[0103] It is understood that the control method of the connecting component 300 from the front wheel steering subsystem 211 can be set according to the actual situation, and this embodiment does not limit it.

[0104] For example, in some embodiments, the connection component 300 is an electromagnetic relay. The connection component 300 is electrically connected to the front wheel steering subsystem 211. When the rear wheel steering system 100 is detected to be normal, the front wheel steering subsystem 211 does not output current to the connection component 300, so that the connection component 300 remains in the closed state, and the front wheel steering subsystem 211 is disconnected from the rear wheel steering system 100. When the rear wheel steering system 100 is detected to be faulty, the front wheel steering subsystem 211 outputs current to the connection component 300, so that the connection component 300 is in the open state, and the front wheel steering subsystem 211 is electrically connected to the rear wheel steering system 100 through the connection component 300.

[0105] For example, in some embodiments, the connection component 300 is an NPN bipolar junction transistor. The collector of the connection component 300 is connected to the front wheel steering subsystem 211, the emitter of the connection component 300 is grounded, and the collector of the connection component 300 is connected to the rear wheel steering system 100. When a fault is detected in the rear wheel steering system 100, the front wheel steering subsystem 211 outputs a high-level signal to the collector of the connection component 300, and the connection component 300 is in the open state, i.e., conducting. The front wheel steering subsystem 211 is energized and connected to the rear wheel steering system 100 through the connection component 300. When a normal operation is detected in the rear wheel steering system 100, the front wheel steering subsystem 211 outputs a low-level signal to the collector of the connection component 300, and the connection component 300 is in the closed state, i.e., disconnected. The front wheel steering subsystem 211 and the rear wheel steering system 100 are disconnected.

[0106] It is understandable that when the front wheel steering subsystem 211 controls the rear wheel steering system 100 based on the vehicle's steering wheel angle and lateral acceleration, the specific operation performed may be to determine the steering angle of the rear wheel steering system 100 based on the vehicle's steering wheel angle and lateral acceleration, and then control the rear wheel steering system 100 based on the steering angle, but is not limited to this.

[0107] It is understandable that the aforementioned front wheel steering subsystem 211 disconnects from the front wheel drive motor 212 when controlling the rear wheel steering system 100.

[0108] In some implementations, refer to Figure 3 The aforementioned front wheel steering subsystem 211 may include a slave motor controller and a slave motor drive module, wherein the slave motor drive module is connected to the slave motor controller and the connection assembly 300, respectively, wherein:

[0109] When the rear wheel steering system 100 is detected to be faulty and the front wheel steering subsystem 211 is active, the motor controller obtains the first rear wheel steering signal of the vehicle based on the steering wheel angle and lateral acceleration and outputs it to the motor drive module.

[0110] The motor drive module is used to control the connection component 300 to be in the open state when it receives the first rear wheel steering signal, and to control the rear wheel steering system 100 according to the first rear wheel steering signal so that the rear wheel steering system 100 drives the rear wheels back to the center position.

[0111] In this embodiment, the front wheel steering subsystem 211 may include a slave motor controller and a slave motor drive module. The slave motor drive module is connected to the slave motor controller and the connection component 300, respectively. That is, when the connection component 300 is in the open state, the slave motor drive module is electrically connected to the rear wheel steering system 100 through the connection component 300. When the connection component 300 is in the closed state, the slave motor drive module is disconnected from the rear wheel steering system 100.

[0112] In the front wheel steering subsystem 211, when a fault is detected in the rear wheel steering system 100 and the front wheel steering subsystem 211 is active, the motor controller obtains the first rear wheel steering signal of the vehicle based on the steering wheel angle and lateral acceleration and outputs it to the motor drive module. Then, the motor drive module receives the first rear wheel steering signal, controls the connection component 300 to be in the open state, and controls the rear wheel steering system 100 according to the first rear wheel steering signal so that the rear wheel steering system 100 drives the rear wheels back to the neutral position.

[0113] As can be seen, when a fault is detected in the rear-wheel steering system 100, this embodiment takes over the rear-wheel steering control of the vehicle through the existing slave motor controller and slave motor drive module. That is, the slave motor controller outputs a first rear-wheel steering signal to the slave motor drive module, the slave motor drive module controls the connection component 300 to open and performs steering control on the rear-wheel steering system 100 based on the first rear-wheel steering signal, and the rear-wheel steering system 100 drives the rear wheels to return to the neutral position. Thus, redundant takeover control of the vehicle's rear-wheel steering is achieved without adding new vehicle hardware. In this way, the number of hardware components for the rear-wheel steering function can be effectively reduced, and the vehicle's hardware cost can be reduced. In addition, by controlling the rear-wheel steering system 100 through the front-wheel steering subsystem 211 to make the rear wheels return to the neutral position, the risk of lateral movement of the vehicle can be effectively reduced, the phenomenon of lateral movement of the vehicle during driving can be reduced, the difficulty of driving the vehicle can be reduced, the possibility of abnormal four-wheel alignment of the vehicle can be reduced, and the wear of the rear wheels of the vehicle can be reduced, thereby improving the driving safety of the vehicle.

[0114] It is understood that the fault detection method of the rear wheel steering system 100 described above can be set according to actual conditions, and this embodiment does not limit it. For example, during vehicle driving, the rear wheel steering system 100 performs a self-check. If the rear wheel steering system 100 detects a preset rear wheel steering fault, it sends a fault signal. The motor controller receives this fault signal and considers it as a detected fault in the vehicle's rear wheel steering system 100. Another example is that during vehicle driving, the motor controller or the rear wheel steering system 100 detects whether the rear wheel steering system 100 is faulty based on the steering wheel angle and lateral acceleration during driving. The implementation of the above examples is the same as that described in the foregoing embodiments, and will not be repeated here.

[0115] It should be noted that the first rear wheel steering signal is used to control the motor drive module to drive the rear wheel steering system 100 so that the rear wheel steering system 100 drives the rear wheels back to the neutral position.

[0116] It should be noted that the aforementioned slave motor controller can be any electronic device used to control the slave motor drive module. Specifically, the aforementioned signal control of the slave motor drive module can be understood as follows: when the rear wheel steering system 100 malfunctions and the front wheel steering subsystem 211 is active, a first rear wheel steering signal is generated using the steering wheel angle and lateral acceleration and output to the slave motor drive module.

[0117] It is understood that the type of slave motor controller described above can be set according to actual conditions, and this embodiment does not limit it. For example, the slave motor controller described above can be an electronic control unit for signal control of the slave motor drive module; or, the slave motor controller described above can be a microcontroller unit for signal control of the slave motor drive module, but is not limited thereto.

[0118] It should be noted that the aforementioned slave motor drive module can be any electronic device used to control the opening of the connection component 300 and to control the rear wheel steering system 100 according to the signal sent by the slave motor controller.

[0119] It is understood that the type of the aforementioned slave motor drive module can be set according to actual conditions, and this embodiment does not limit it. For example, the aforementioned slave motor drive module may be an electronic control unit for controlling the opening of the connection component 300 and controlling the rear wheel steering system 100 according to the signal sent by the slave motor controller; or, the aforementioned slave motor drive module may be a microcontroller unit for controlling the opening of the connection component 300 and controlling the rear wheel steering system 100 according to the signal sent by the slave motor controller, but it is not limited to this.

[0120] It is understood that the control method of the motor drive module on the connection component 300 described above can be set according to the actual situation, and this embodiment does not limit it.

[0121] For example, in some embodiments, the connection component 300 is an electromagnetic relay. The connection component 300 is electrically connected to the slave motor drive module. When the rear wheel steering system 100 is detected to be normal, the slave motor controller does not send a first rear wheel steering signal. The slave motor drive module does not output current to the connection component 300 because it does not receive the first rear wheel steering signal, so that the connection component 300 remains in the closed state and the slave motor drive module is disconnected from the rear wheel steering system 100. When the rear wheel steering system 100 is detected to be faulty, the slave motor controller sends a first rear wheel steering signal. The slave motor drive module outputs current to the connection component 300 because it receives the first rear wheel steering signal, so that the connection component 300 is in the open state and the slave motor drive module is electrically connected to the rear wheel steering system 100 through the connection component 300.

[0122] For example, in some embodiments, the connection component 300 is an NPN bipolar junction transistor. The collector of the connection component 300 is connected to the slave motor drive module, the emitter of the connection component 300 is grounded, and the collector of the connection component 300 is connected to the rear wheel steering system 100. When a fault is detected in the rear wheel steering system 100, the slave motor controller sends a first rear wheel steering signal. The slave motor drive module outputs a high-level signal to the collector of the connection component 300 upon receiving the first rear wheel steering signal. The connection component 300 is in the open state, i.e., conducting, and the slave motor drive module is energized and connected to the rear wheel steering system 100 through the connection component 300. When a normal rear wheel steering system 100 is detected, the slave motor controller does not send a first rear wheel steering signal. The slave motor drive module outputs a low-level signal to the collector of the connection component 300 upon not receiving the first rear wheel steering signal. The connection component 300 is in the closed state, i.e., cut off, and the slave motor drive module and the rear wheel steering system 100 are disconnected.

[0123] It is understandable that when the aforementioned motor drive module controls the rear wheel steering system 100 based on the vehicle's steering wheel angle and lateral acceleration, the specific operation it performs may be to determine the steering angle of the rear wheel steering system 100 based on the vehicle's steering wheel angle and lateral acceleration, and then control the rear wheel steering system 100 based on the steering angle, but it is not limited to this.

[0124] It is understood that the communication method between the aforementioned slave motor controller and the aforementioned slave motor drive module can be set according to actual conditions, and this embodiment does not limit it. For example, the slave motor drive module communicates with the slave motor controller through a serial communication interface, which can be a serial peripheral interface, a controller area network bus interface, etc., but is not limited to these; or, the slave motor drive module communicates with the slave motor controller through wireless communication, which can be a wireless local area network, Ethernet, etc., but is not limited to these.

[0125] Understandably, the aforementioned motor drive module disconnects from the front wheel drive motor 212 when controlling the rear wheel steering system 100.

[0126] For example, in some embodiments, the slave motor drive module in the front wheel steering subsystem 211 is connected to the connection component 300. When the connection component 300 is in the open state, the slave motor drive module is energized and connected to the rear wheel drive motor in the rear wheel steering system 100. When the connection component 300 is in the closed state, the slave motor drive module is disconnected from the rear wheel drive motor. In this redundant takeover control method, the slave motor controller determines that the rear wheel steering system 100 is faulty by the steering wheel angle and lateral acceleration of the vehicle during driving, and at the same time determines that the front wheel steering subsystem 211 is effective. At this time, the slave motor controller generates a first rear wheel steering signal by the steering wheel angle and lateral acceleration of the vehicle and outputs it to the slave motor drive module. Upon receiving the first rear wheel steering signal, the slave motor drive module disconnects from the front wheel drive motor 212 and opens the connection component 300. Then, it controls the rear wheel drive motor according to the first rear wheel steering signal. The rear wheel drive motor controls the rear wheel steering to return to the neutral position.

[0127] In some implementations, the motor controller described above, when obtaining the first rear wheel steering signal of the vehicle based on the steering wheel angle and lateral acceleration, specifically performs the following operations:

[0128] The rear wheel slack angle of the vehicle is obtained based on the steering wheel angle and lateral acceleration.

[0129] The first rear wheel steering signal is obtained based on the rear wheel sticking angle.

[0130] In this embodiment, upon receiving the first rear wheel steering signal, the motor controller first determines the rear wheel sticking angle based on the vehicle's steering wheel angle and lateral acceleration, and then obtains the first rear wheel steering signal based on the rear wheel sticking angle. It is evident that this embodiment, by fully considering the steering wheel angle and lateral acceleration of the vehicle when the rear wheel steering system 100 malfunctions, determines the rear wheel angle during a functional failure, i.e., the rear wheel sticking angle, and outputs the first rear wheel steering signal to control the rear wheels to return to the neutral position based on the rear wheel sticking angle. This enables the rear wheels to return to the neutral position accurately and efficiently, improving the accuracy of rear wheel fault handling.

[0131] It should be noted that the specific operations performed by the motor controller when obtaining the rear wheel sticking angle of the vehicle based on the steering wheel angle and lateral acceleration can be set according to the actual situation, and this embodiment does not limit this.

[0132] For example, in some implementations, the rear wheel sticking angle of the vehicle is obtained from the motor controller based on the vehicle's steering wheel angle and lateral acceleration, combined with a machine learning method, wherein the machine learning method can be flexibly set according to the actual situation.

[0133] For example, in some implementations, the angle value corresponding to the vehicle's steering wheel angle and lateral acceleration is obtained from the preset angle mapping data by the motor controller as the rear wheel sticking angle of the vehicle. The angle mapping data includes multiple preset variables and the angle value corresponding to each preset variable. The preset variables include a preset steering wheel angle and a preset lateral acceleration. The angle mapping data can be chart data or tabular data, but is not limited to these.

[0134] It should be understood that during the process of the rear wheel returning to the center position, the motor controller continuously calculates the rear wheel sticking angle and updates the first rear wheel steering signal until the rear wheel returns to the center position.

[0135] In some implementations, refer to Figure 4 The aforementioned redundant steering system 200 may include a domain controller 220 and a front wheel steering system 210. The front wheel steering system 210 may include a main front wheel steering subsystem 213. The domain controller 220 is connected to the main front wheel steering subsystem 213 and the connection assembly 300, respectively.

[0136] The main front wheel steering subsystem 213 is used to obtain the second rear wheel steering signal of the vehicle based on the steering wheel angle and lateral acceleration when a fault is detected in the rear wheel steering system 100 and the front wheel steering subsystem 211 is invalid, and output it to the domain controller 220.

[0137] The domain controller 220 is used to control the connection component 300 to be in the open state when a second rear wheel steering signal is received, and to control the rear wheel steering system 100 according to the second rear wheel steering signal so that the rear wheel steering system 100 drives the rear wheels back to the center position.

[0138] In this embodiment, for a front-wheel steering system 210 with a redundant architecture, during vehicle driving, the front-wheel steering subsystem 211 may fail due to a malfunction. In this case, the aforementioned redundant takeover control method cannot be used to take over control of the vehicle's rear-wheel steering. Furthermore, some front-wheel steering systems 210 currently lack a redundant architecture. These systems often achieve front-wheel steering control through a single front-wheel steering subsystem. In this case, the aforementioned redundant takeover control method also cannot be used to take over control of the vehicle's rear-wheel steering.

[0139] To address the above issues, this embodiment provides another redundant takeover control method for vehicle rear-wheel steering. Specifically, when a fault is detected in the rear-wheel steering system 100, redundant takeover control of the rear-wheel steering system 100 is achieved through the primary front-wheel steering subsystem 213, which controls the front-wheel steering, in conjunction with other domain controllers 220 of the vehicle. This allows the rear wheels of the vehicle to quickly and accurately return to the neutral position. Specifically, in this embodiment, the redundant steering system 200 may include a domain controller 220 and a front-wheel steering system 210. The front-wheel steering system 210 may include a primary front-wheel steering subsystem 213. The domain controller 220 is connected to both the primary front-wheel steering subsystem 213 and the connection component 300. When the connection component 300 is in the open state, the domain controller 220 is energized and connected to the rear-wheel steering system 100 through the connection component 300. When the connection component 300 is in the closed state, the domain controller 220 is disconnected from the rear-wheel steering system 100. In the redundant steering system 200, when a fault is detected in the rear wheel steering system 100 and the front wheel steering subsystem 211 is ineffective, the main front wheel steering subsystem 213 obtains the second rear wheel steering signal of the vehicle based on the steering wheel angle and lateral acceleration and outputs it to the domain controller 220. The domain controller 220 receives the second rear wheel steering signal, controls the connection component 300 to be in the open state, and controls the rear wheel steering system 100 according to the second rear wheel steering signal so that the rear wheel steering system 100 drives the rear wheels back to the neutral position.

[0140] As can be seen, when a fault is detected in the rear-wheel steering system 100, this embodiment takes over the rear-wheel steering control of the vehicle through the existing main front-wheel steering subsystem 213 and the existing domain controller 220. This achieves redundant takeover control of the rear-wheel steering without adding new vehicle hardware, thus effectively reducing the amount of hardware required for the rear-wheel steering function and lowering the vehicle's hardware cost. In addition, by controlling the rear-wheel steering system 100 from the front-wheel steering subsystem 211 to return the rear wheels to the neutral position, this not only effectively reduces the risk of lateral movement of the vehicle and the phenomenon of lateral movement of the vehicle during driving, reducing the difficulty of driving the vehicle, but also reduces the possibility of abnormal four-wheel alignment and reduces the wear of the rear wheels, thereby improving the driving safety of the vehicle.

[0141] It should be noted that the second rear wheel steering signal is used to control the domain controller 220 to drive the rear wheel steering system 100 so that the rear wheel steering system 100 drives the rear wheels back to the neutral position.

[0142] It should be noted that the aforementioned failure of the front wheel steering subsystem 211 includes two situations: one is that the front wheel steering subsystem 211 in the front wheel steering system 210 with a redundant architecture fails, and the other is that the front wheel steering system 210 is only equipped with the main front wheel steering subsystem 213, but not with the front wheel steering subsystem 211, that is, the front wheel steering system 210 does not have a redundant architecture.

[0143] It is understood that the fault detection method of the rear wheel steering system 100 described above can be set according to actual conditions, and this embodiment does not limit it. For example, during vehicle driving, the rear wheel steering system 100 performs a self-check. If the rear wheel steering system 100 detects a preset rear wheel steering fault, it sends a fault signal. The main front wheel steering subsystem 213 receives the fault signal and considers it as a fault detected in the vehicle's rear wheel steering system 100. As another example, during vehicle driving, the main front wheel steering subsystem 213 or the rear wheel steering system 100 detects whether the rear wheel steering system 100 is faulty based on the steering wheel angle and lateral acceleration during driving. The implementation of the above examples is the same as that described in the foregoing embodiments, and will not be repeated here.

[0144] It should be noted that the aforementioned main front wheel steering subsystem 213 can be any electronic device, mechanical device, or a combination of both used to control the front wheels of the vehicle to steer and to obtain the second rear wheel steering signal of the vehicle based on the steering wheel angle and the lateral acceleration and output it to the domain controller 220.

[0145] For example, in some embodiments, the main front wheel steering subsystem 213 can be constructed similarly to the secondary front wheel steering subsystem 211 in the aforementioned embodiments. That is, the main front wheel steering subsystem 213 may include a main motor controller and a main motor drive module. The main motor controller is connected to both the main motor drive module and the domain controller 220, and the main motor drive module is connected to the front wheel drive motor 212 in the front wheel steering system 210. It should be understood that the main motor controller and the main motor drive module can be electronic control units or microcontroller units, which can be flexibly configured according to actual conditions. In the main front wheel steering subsystem 213, the main motor controller is used to control the front wheel drive motor 212 through the main motor drive module to achieve front wheel steering. In addition, when a fault is detected in the rear wheel steering system 100 and the front wheel steering subsystem 211 is invalid, the main motor controller is also used to obtain a second rear wheel steering signal based on the steering wheel angle and lateral acceleration and output it to the domain controller 220. The domain controller 220 receives the second rear wheel steering signal, controls the connection component 300 to open, and controls the rear wheel steering system 100 according to the second rear wheel steering signal to make the rear wheels return to the neutral position.

[0146] It is understood that the specific operations performed by the aforementioned main front wheel steering subsystem 213 when obtaining the second rear wheel steering signal based on the steering wheel angle and lateral acceleration are the same as those performed by the slave motor controller in the aforementioned embodiment when obtaining the first rear wheel steering signal based on the steering wheel angle and lateral acceleration, and will not be repeated here. It should be understood that during the process of the rear wheels returning to the neutral position, the aforementioned main front wheel steering subsystem 213 continuously calculates the rear wheel sticking angle and updates the second rear wheel steering signal until the rear wheels return to the neutral position.

[0147] It should be noted that the aforementioned domain controller 220 can be any electronic device used to control the connection component 300 to open and to control the rear wheel steering system 100 according to the signal emitted by the front wheel steering system 210.

[0148] It is understood that the type of the domain controller 220 can be set according to the actual situation, and this embodiment does not specifically limit it. For example, the domain controller 220 can be a body domain controller 220; or, the domain controller 220 can be a cockpit domain controller 220, but it is not limited to this.

[0149] It is understood that the control method of the domain controller 220 over the connection component 300 can be set according to the actual situation, and this embodiment does not limit it.

[0150] For example, in some embodiments, the connection component 300 is an electromagnetic relay. The connection component 300 is electrically connected to the domain controller 220. When the rear wheel steering system 100 is detected to be normal, the main front wheel steering subsystem 213 does not send a second rear wheel steering signal. Since the domain controller 220 does not receive the second rear wheel steering signal, it does not output current to the connection component 300, so that the connection component 300 remains in the closed state, and the domain controller 220 is disconnected from the rear wheel steering system 100. However, when the rear wheel steering system 100 is detected to be faulty, the main front wheel steering subsystem 213 sends a second rear wheel steering signal. Since the domain controller 220 receives the second rear wheel steering signal, it outputs current to the connection component 300, so that the connection component 300 is in the open state, and the domain controller 220 is electrically connected to the rear wheel steering system 100 through the connection component 300.

[0151] For example, in some embodiments, the connection component 300 is an NPN bipolar junction transistor. The collector of the connection component 300 is connected to the domain controller 220, the emitter of the connection component 300 is grounded, and the collector of the connection component 300 is connected to the rear wheel steering system 100. When a fault is detected in the rear wheel steering system 100, the main front wheel steering subsystem 213 sends a second rear wheel steering signal. The domain controller 220 receives the second rear wheel steering signal and outputs a high-level signal to the collector of the connection component 300. The connection component 300 is in the open state, i.e., conducting. The domain controller 220 is energized and connected to the rear wheel steering system 100 through the connection component 300. When a normal rear wheel steering system 100 is detected, the main front wheel steering subsystem 213 does not send a second rear wheel steering signal. The domain controller 220 does not receive the second rear wheel steering signal and outputs a low-level signal to the collector of the connection component 300. The connection component 300 is in the closed state, i.e., cut off. The domain controller 220 and the rear wheel steering system 100 are disconnected.

[0152] Secondly, the rear wheel steering failure handling method provided in the embodiments of this application is described below with reference to the accompanying drawings.

[0153] The rear-wheel steering fault handling method provided in this application embodiment can be applied to a terminal, a server, or software running on a terminal or server. The terminal can be a tablet, laptop, desktop computer, etc., but is not limited to these. The server can be an independent physical server, a server cluster or distributed system composed of multiple physical servers, or a cloud server providing basic cloud computing services such as cloud services, cloud databases, cloud computing, cloud functions, cloud storage, network services, cloud communication, middleware services, domain name services, security services, content delivery networks (CDNs), and big data and artificial intelligence platforms. Furthermore, the server can be a node server in a blockchain network, but is not limited to these. Blockchain is a new application model of computer technologies such as distributed data storage, peer-to-peer transmission, consensus mechanisms, and encryption algorithms.

[0154] Reference Figure 1 and Figure 5 The above-mentioned rear wheel steering failure handling method is applied to the above-mentioned rear wheel steering failure handling device, and the method may include the following steps S101-S102:

[0155] S101, In the event of a fault detected in the rear wheel steering system, the redundant steering system control connection component is turned on to energize the redundant steering system and the rear wheel steering system.

[0156] S102 uses a redundant steering system to control the rear wheel steering system based on the vehicle's steering wheel angle and lateral acceleration, so that the rear wheel steering system drives the rear wheels back to a preset center position.

[0157] In this embodiment, when the rear-wheel steering system 100 is functioning normally, it can respond to the rear-wheel steering command from the upper controller and control the steering of the vehicle's rear wheels. However, when the rear-wheel steering system 100 malfunctions, it often fails to respond to the rear-wheel steering command from the upper controller, preventing the vehicle's rear wheels from steering. To address this, related technologies typically lock the rear wheels at the malfunctioning corner position. This fault handling method tends to increase the risk of lateral movement of the vehicle and exacerbate tire wear on the rear wheels. Generally, even when the rear-wheel steering system 100 malfunctions, although it cannot respond to the rear-wheel steering command from the upper controller, its steering drive function for the rear wheels remains normal. Therefore, in this embodiment, upon detecting a malfunction in the rear-wheel steering system 100, a redundant steering system 200 is used to control the rear-wheel steering system 100, enabling the rear wheels to be driven quickly and accurately back to a preset neutral position. Thus, on the one hand, the embodiments of this application do not require additional devices for controlling the rear wheels to return to the center position, which can effectively reduce the amount of hardware for the rear wheel steering function and reduce the hardware cost of the vehicle; on the other hand, by controlling the rear wheels to return to the preset center position, the embodiments of this application can not only effectively reduce the risk of lateral movement of the vehicle, reduce the phenomenon of lateral movement of the vehicle during driving, and reduce the difficulty of driving the vehicle, but also reduce the possibility of abnormal four-wheel alignment, reduce the wear of the rear wheels, and thus improve the driving safety of the vehicle.

[0158] In some implementations, refer to Figure 3 The aforementioned redundant steering system 200 may include a front wheel steering system 210, which may include a front wheel steering subsystem 211 connected to the connecting assembly 300. In step S102, controlling the rear wheel steering system using the redundant steering system based on the vehicle's steering wheel angle and lateral acceleration may include:

[0159] When a rear-wheel steering system malfunction is detected and the front-wheel steering subsystem is active, the front-wheel steering subsystem control connection component is turned on to enable power connection between the front-wheel steering subsystem and the rear-wheel steering system.

[0160] The rear wheel steering system is controlled by the front wheel steering subsystem based on the steering wheel angle and lateral acceleration.

[0161] In some implementations, refer to Figure 3 The aforementioned front-wheel steering subsystem 211 may include a slave motor controller and a slave motor drive module, the slave motor drive module being connected to the slave motor controller and the connection assembly 300 respectively; the aforementioned control of the rear-wheel steering system by the front-wheel steering subsystem based on the steering wheel angle and lateral acceleration may include:

[0162] The first rear wheel steering signal of the vehicle is obtained from the motor controller based on the steering wheel angle and lateral acceleration, and then output to the slave motor drive module.

[0163] Upon receiving a first rear wheel steering signal from the motor drive module, the controller controls the connection component to be in the open state via the motor drive module, thereby energizing the domain controller with the rear wheel steering system and controlling the rear wheel steering system according to the first rear wheel steering signal.

[0164] In some implementations, refer to Figure 4 The aforementioned redundant steering system 200 may include a domain controller 220 and a front wheel steering system 210. The front wheel steering system 210 may include a primary front wheel steering subsystem 213. The domain controller 220 is connected to the primary front wheel steering subsystem 213 and the connection assembly 300, respectively. In step S102, controlling the rear wheel steering system through the redundant steering system based on the vehicle's steering wheel angle and lateral acceleration may include:

[0165] When a rear-wheel steering system malfunction is detected and the front-wheel steering subsystem is ineffective, the second rear-wheel steering signal of the vehicle is obtained through the main front-wheel steering subsystem based on the steering wheel angle and lateral acceleration and output to the domain controller.

[0166] When the domain controller receives the second rear wheel steering signal, it controls the connection component to be in the open state so that the domain controller is electrically connected to the rear wheel steering system and controls the rear wheel steering system according to the second rear wheel steering signal.

[0167] The content of the above system embodiments is applicable to this method embodiment. The specific functions implemented in this method embodiment are the same as those in the above system embodiments, and the beneficial effects achieved are also the same as those achieved in the above system embodiments.

[0168] In addition, refer to Figure 6 This application also provides a vehicle, which includes:

[0169] At least one processor 201;

[0170] At least one memory 202 is used to store at least one program;

[0171] When at least one program is executed by at least one processor 201, the at least one processor 201 implements the above-described rear wheel steering fault handling method.

[0172] It should be noted that the above-mentioned vehicles can be private cars, such as sedans, sport utility vehicles (SUVs), multi-purpose vehicles (MPVs), or pickup trucks, or commercial vehicles, such as vans, buses, small trucks, or large trailers, or gasoline vehicles or new energy vehicles such as hybrid and pure electric vehicles.

[0173] It should be noted that the memory 202, as a non-transitory network system, can be used to store non-transitory software programs and non-transitory computer-executable programs. Furthermore, the memory 202 may include high-speed random access memory, and may also include non-transitory memory, such as at least one disk storage device, flash memory device, or other non-transitory solid-state storage device. In some embodiments, the memory 202 may optionally include memory 202 remotely located relative to the processor 201, and these remote memory 202s can be connected to the processor 201 via a network. Examples of the aforementioned networks include, but are not limited to, the Internet, corporate intranets, local area networks, mobile communication networks, and combinations thereof.

[0174] It is understood that the memory 202 can be implemented in the form of read-only memory (ROM), static storage device, dynamic storage device, or random access memory (RAM). The memory 202 can store the operating system and other applications. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program code is stored in the memory 202 and is called and executed by the processor 201.

[0175] It is understood that the processor 201 can be implemented using a general-purpose central processing unit (CPU), microprocessor, application specific integrated circuit (ASIC), or one or more integrated circuits, to execute relevant programs in order to implement the technical solutions provided in the embodiments of this application.

[0176] In some embodiments, the vehicle may further include:

[0177] Input / output interfaces are used to implement information input and output;

[0178] The communication interface is used to enable communication and interaction between this device and other devices. Communication can be achieved through wired means (such as USB, Ethernet cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0179] A bus transmits information between various components of a device (such as processor 201, memory 202, input / output interfaces, and communication interfaces);

[0180] It is understandable that the processor 201, memory 202, input / output interface, and communication interface can communicate with each other within the device via a bus.

[0181] The content of the above method embodiments is applicable to this vehicle embodiment. The specific functions implemented in this vehicle embodiment are the same as those in the above method embodiments, and the beneficial effects achieved are also the same as those achieved in the above method embodiments.

[0182] The following section provides a detailed description of the rear-wheel steering fault handling system, method, and vehicle described in this application embodiment, in conjunction with specific application implementation procedures.

[0183] Reference Figure 2 The rear-wheel steering system 100 of a vehicle typically includes a rear-wheel drive motor 110, a rear-wheel motor controller 120, and a rear-wheel motor drive module 130. In the rear-wheel steering system 100, the rear-wheel motor controller 120 is electrically connected to the rear-wheel motor drive module 130, and the rear-wheel motor drive module 130 is electrically connected to the rear-wheel drive motor 110. When the rear-wheel steering system 100 is functioning normally, the rear-wheel motor controller 120 receives rear-wheel steering commands from the upper-level controller, processes the commands to obtain the rear-wheel steering angle, and sends it to the rear-wheel motor drive module 130. The rear-wheel motor drive module 130 controls the rear-wheel drive motor 110 based on this steering angle. When the rear-wheel drive motor 110 rotates, it drives the rear wheels to steer, thereby adjusting the rear wheel steering angle to the specified steering angle.

[0184] The failure of the rear-wheel steering system 100 is mostly due to a fault in at least one of the rear-wheel motor controller 120 or the rear-wheel motor drive module 130; that is, a fault in the rear-wheel motor controller 120, a fault in the rear-wheel motor drive module 130, or a fault in both the rear-wheel motor controller 120 and the rear-wheel motor drive module 130. Therefore, when the rear-wheel steering system 100 fails, the rear-wheel drive motor 110 is often in a normal and usable state, meaning that the steering drive function of the rear wheels by the rear-wheel steering system 100 is normal and usable.

[0185] In this regard, refer to Figure 1The rear wheel steering fault handling system provided in this application embodiment includes a rear wheel steering system 100, a redundant steering system 200, and a connecting component 300. The connecting component 300 is a relay. In the event of a fault in the rear wheel steering system 100, the connecting component 300 is in an open state, so that the redundant steering system 200 is electrically connected to the rear wheel steering system 100 through the connecting component 300 in the open state. At this time, the redundant steering system 200 will take over the rear wheel steering control.

[0186] The construction of the redundant steering system 200 is determined based on whether the vehicle's front wheel steering system has a redundant construction.

[0187] In some application scenarios, refer to Figure 4 The front-wheel steering system 210 of a vehicle typically includes a front-wheel drive motor 212, which is located at the front wheels of the vehicle and is used to drive the front wheels for steering. It can be understood that the front-wheel drive motor 212 will steer the front wheels when it rotates. The type of front-wheel drive motor 212 can be flexibly configured according to actual conditions; for example, the front-wheel drive motor 212 can be a six-phase dual-winding drive motor, but it is not limited to this. Furthermore, most current front-wheel steering systems 210 are redundant architectures, meaning that the front-wheel steering system 210 can also include two subsystems: a primary front-wheel steering subsystem 213 and a secondary front-wheel steering subsystem 211. In this redundant architecture, when the main front wheel steering subsystem 213 is functioning normally, it controls the front wheel drive motor 212 to achieve front wheel steering control of the vehicle, while the secondary front wheel steering subsystem 211 is idle. When the main front wheel steering subsystem 213 fails, it is disabled due to the fault, and the secondary front wheel steering subsystem 211 takes over to perform the front wheel steering function, that is, it controls the front wheel drive motor 212 to achieve front wheel steering control of the vehicle.

[0188] Therefore, this application provides a redundant takeover control method for rear wheel steering of a vehicle. In this redundant takeover control method, the redundant steering system 200 includes a front wheel steering system 210. The front wheel steering system 210 has a redundant architecture, that is, the front wheel steering system 210 includes a primary front wheel steering subsystem 213 and a secondary front wheel steering subsystem 211. When a fault is detected in the rear wheel steering system 100, the primary front wheel steering subsystem 213 performs front wheel steering control normally, and the idle and available secondary front wheel steering subsystem 211 takes over the rear wheel steering control.

[0189] Specifically, the front wheel steering subsystem 211 includes a slave motor drive module and a slave motor controller. The slave motor drive module is connected to the connection component 300. That is, when the connection component 300 is in the open state, the slave motor drive module is energized and connected to the rear wheel drive motor 110 in the rear wheel steering system 100. When the connection component 300 is in the closed state, the slave motor drive module is disconnected from the rear wheel drive motor 110. In this redundant takeover control mode, the main front wheel steering subsystem 213 normally performs front wheel steering control. The slave motor controller determines that the rear wheel steering system 100 is faulty by measuring the steering wheel angle and lateral acceleration of the vehicle during driving, and at the same time determines that the slave front wheel steering subsystem 211 is effective. At this time, the slave motor controller obtains the rear wheel sticking angle of the vehicle by measuring the steering wheel angle and lateral acceleration of the vehicle, generates a first rear wheel steering signal by measuring the rear wheel sticking angle and outputs it to the slave motor drive module. The slave motor drive module receives the first rear wheel steering signal, disconnects from the front wheel drive motor 212 and opens the connection component 300, and then controls the rear wheel drive motor 110 according to the first rear wheel steering signal. The rear wheel drive motor 110 will control the rear wheel steering to return to the neutral position.

[0190] Of course, in other application scenarios, even if the front wheel steering system 210 is equipped with a redundant architecture, it is inevitable that the front wheel steering subsystem 211 will fail due to a malfunction during vehicle operation. In this case, it will be impossible to take over control of the rear wheel steering using the aforementioned redundant takeover control method. Furthermore, some front wheel steering systems 210 currently lack a redundant architecture. These systems often achieve front wheel steering control through a single front wheel steering subsystem. In this case, it is also impossible to take over control of the rear wheel steering using the aforementioned redundant takeover control method.

[0191] In response, this application provides another redundant takeover control method for rear-wheel steering of a vehicle, referring to... Figure 4 In this redundant control method, the redundant steering system 200 includes a front wheel steering system 210 and a domain controller 220. The front wheel steering system 210 can be a front wheel steering system 210 with a redundant architecture but which fails from the front wheel steering subsystem 211, or it can be a front wheel steering system 210 without a redundant architecture. It should be understood that, regardless of whether the front wheel steering system 210 has a redundant architecture, the front wheel steering system 210 necessarily includes a main front wheel steering subsystem 213 for performing front wheel steering control. In the event of a failure of the rear wheel steering system 100, the main front wheel steering subsystem 213 and the domain controller 220 can jointly take over the rear wheel steering control.

[0192] Specifically, the domain controller 220 is connected to the main motor controller and the connection component 300 respectively. That is, when the connection component 300 is in the open state, the domain controller 220 is energized and connected to the rear wheel drive motor 110 through the connection component 300, and when the connection component 300 is in the closed state, the domain controller 220 is disconnected from the rear wheel drive motor 110. The main front wheel steering subsystem 213 includes a main motor controller and a main motor drive module. The main motor controller is connected to the main motor drive module and the domain controller 220 respectively. The main motor drive module is connected to the front wheel drive motor 212 in the front wheel steering system 210. In this redundant takeover control mode, the main motor controller controls the front wheel drive motor 212 through the main motor drive module to achieve front wheel steering. During the front wheel steering control, the main motor controller determines that the rear wheel steering system 100 is faulty based on the steering wheel angle and lateral acceleration of the vehicle during driving, and at the same time determines that the front wheel steering subsystem 211 is invalid. At this time, the main motor controller obtains the rear wheel sticking angle of the vehicle based on the steering wheel angle and lateral acceleration, generates a second rear wheel steering signal based on the rear wheel sticking angle and outputs it to the domain controller 220. The domain controller 220 receives the second rear wheel steering signal and controls the connection component 300 to open. Then, it controls the rear wheel steering system 100 based on the second rear wheel steering signal to make the rear wheels return to the neutral position.

[0193] It should be understood that the two redundant takeover control methods mentioned above can be used in parallel. For example, when the front wheel steering system 210 has a redundant architecture and the front wheel steering subsystem 211 is effective, the first redundant takeover control method for rear wheel steering is used to control the rear wheel steering; when the front wheel steering system 210 does not have a redundant architecture, the second redundant takeover control method for rear wheel steering is used to control the rear wheel steering.

[0194] Of course, the two redundant takeover control methods mentioned above can also be integrated into the same redundant steering system, such as... Figure 7 As shown, when the front wheel steering system has a redundant architecture and the front wheel steering subsystem is effective, the first type of redundant takeover control method for rear wheel steering is used to control the rear wheel steering; when the front wheel steering system has a redundant architecture but the front wheel steering subsystem is ineffective, the second type of redundant takeover control method for rear wheel steering is used to control the rear wheel steering.

[0195] In summary, on the one hand, the embodiments of this application do not require additional devices for controlling the rear wheels to return to the center position; only additional wiring harness connections are needed to control the rear wheels to return to the center position, effectively reducing the amount of hardware required for rear-wheel steering and lowering the vehicle's hardware costs. On the other hand, by controlling the rear wheels to return to a preset center position, the embodiments of this application not only effectively reduce the risk of lateral movement of the vehicle, minimizing lateral movement during driving and reducing the difficulty of driving, ensuring the vehicle's normal driving posture, but also reduce the possibility of abnormal four-wheel alignment and lessen the wear on the rear wheels, thereby improving driving safety.

[0196] Although embodiments of this application have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and variations can be made to these embodiments without departing from the principles and spirit of this application, the scope of which is defined by the claims and their equivalents.

[0197] The above is a detailed description of the preferred embodiments of this application, but this application is not limited to the embodiments described. Those skilled in the art can make various equivalent modifications or substitutions without departing from the spirit of this application, and these equivalent modifications or substitutions are all included within the scope defined by the claims of this application.

Claims

1. A rear-wheel steering fault handling system, characterized in that, include: Rear-wheel steering system, used to steer the rear wheels of a vehicle; A redundant steering system is used to control the connection component to be in the open state when a fault is detected in the rear wheel steering system, and to control the rear wheel steering system according to the steering wheel angle and lateral acceleration of the vehicle, so that the rear wheel steering system drives the rear wheels back to a preset center position; A connection component is configured to electrically connect the rear-wheel steering system and the redundant steering system in the open state; The redundant steering system includes a front wheel steering system, which includes a front wheel steering subsystem, and the front wheel steering subsystem is connected to the connecting assembly. The front-wheel steering subsystem is used to control the connection component to be in the open state when a fault is detected in the rear-wheel steering system and the front-wheel steering subsystem is active, so as to make the front-wheel steering subsystem electrically connected to the rear-wheel steering system; The front-wheel steering subsystem is further configured to, when a fault is detected in the rear-wheel steering system and the front-wheel steering subsystem is active, control the rear-wheel steering system based on the steering wheel angle and the lateral acceleration, so that the rear-wheel steering system drives the rear wheels back to the neutral position.

2. The rear wheel steering fault handling system according to claim 1, characterized in that, The front wheel steering subsystem includes a slave motor controller and a slave motor drive module, wherein the slave motor drive module is connected to the slave motor controller and the connection assembly, respectively. The slave motor controller is used to obtain the first rear wheel steering signal of the vehicle based on the steering wheel angle and the lateral acceleration when the rear wheel steering system malfunction is detected and the front wheel steering subsystem is effective, and output it to the slave motor drive module. The slave motor drive module is used to control the connection component to be in the open state when receiving the first rear wheel steering signal, and to control the rear wheel steering system according to the first rear wheel steering signal so that the rear wheel steering system drives the rear wheel to return to the center position.

3. The rear wheel steering fault handling system according to claim 2, characterized in that, When the slave motor controller obtains the first rear wheel steering signal of the vehicle based on the steering wheel angle and the lateral acceleration, it specifically performs the following operations: The rear wheel sticking angle of the vehicle is obtained based on the steering wheel angle and lateral acceleration of the vehicle. The first rear wheel steering signal is obtained based on the rear wheel sticking angle.

4. The rear wheel steering fault handling system according to claim 1, characterized in that, The redundant steering system further includes a domain controller, and the front wheel steering system further includes a main front wheel steering subsystem. The domain controller is connected to the main front wheel steering subsystem and the connection component, respectively. The main front wheel steering subsystem is used to obtain a second rear wheel steering signal of the vehicle based on the steering wheel angle and the lateral acceleration when a fault is detected in the rear wheel steering system and the secondary front wheel steering subsystem is invalid, and output it to the domain controller. The domain controller is used to control the connection component to be in the open state when it receives the second rear wheel steering signal, and to control the rear wheel steering system according to the second rear wheel steering signal so that the rear wheel steering system drives the rear wheel back to the center position.

5. A method for handling rear-wheel steering failure, characterized in that, Applied to the rear wheel steering fault handling system as described in any one of claims 1-4, the method includes the following steps: In the event of a fault detected in the rear wheel steering system, the redundant steering system controls the connection component to be in the open state, so that the redundant steering system is electrically connected to the rear wheel steering system. The redundant steering system controls the rear wheel steering system based on the vehicle's steering wheel angle and lateral acceleration, so that the rear wheel steering system drives the rear wheels back to a preset neutral position.

6. The rear wheel steering fault handling method according to claim 5, characterized in that, The control of the rear-wheel steering system by the redundant steering system based on the vehicle's steering wheel angle and lateral acceleration includes: When a fault is detected in the rear wheel steering system and the front wheel steering subsystem is active, the connection component is controlled to be in the open state through the front wheel steering subsystem, so that the front wheel steering subsystem and the rear wheel steering system are electrically connected. The rear wheel steering system is controlled by the front wheel steering subsystem based on the steering wheel angle and the lateral acceleration.

7. The rear wheel steering fault handling method according to claim 6, characterized in that, The redundant steering system also includes a domain controller, and the front wheel steering subsystem includes a slave motor controller and a slave motor drive module, wherein the slave motor drive module is connected to the slave motor controller and the connection component, respectively. The control of the rear wheel steering system by the front wheel steering subsystem based on the steering wheel angle and the lateral acceleration includes: The slave motor controller obtains the first rear wheel steering signal of the vehicle based on the steering wheel angle and the lateral acceleration, and outputs it to the slave motor drive module. When the slave motor drive module receives the first rear wheel steering signal, the slave motor drive module controls the connection component to be in the open state, so that the domain controller is electrically connected to the rear wheel steering system, and controls the rear wheel steering system according to the first rear wheel steering signal.

8. The rear wheel steering fault handling method according to claim 5, characterized in that, The redundant steering system further includes a domain controller, and the front wheel steering system further includes a main front wheel steering subsystem. The domain controller is connected to the main front wheel steering subsystem and the connection component, respectively. The control of the rear-wheel steering system by the redundant steering system based on the vehicle's steering wheel angle and lateral acceleration includes: When a fault is detected in the rear wheel steering system and the front wheel steering subsystem is invalid, the second rear wheel steering signal of the vehicle is obtained through the main front wheel steering subsystem based on the steering wheel angle and the lateral acceleration and output to the domain controller. When the domain controller receives the second rear wheel steering signal, it controls the connection component to be in the open state so that the domain controller is electrically connected to the rear wheel steering system and controls the rear wheel steering system according to the second rear wheel steering signal.

9. A vehicle, characterized in that, include: At least one processor; At least one memory for storing at least one program; When the at least one program is executed by the at least one processor, the at least one processor implements the rear wheel steering failure handling method as described in any one of claims 5-8.

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