Full-redundancy steering safety control method and system for coping with complex terrains

Abstract

The invention discloses a full-redundancy steering safety control method and system for coping with complex terrains, and relates to the technical field of intelligent control. The method comprises the following steps: when the number of curves is greater than or equal to a threshold value of the number of curves, receiving map data of a target area; a recommended turning torque and a recommended turning speed are generated, visually displayed and sent to an auxiliary motor control analysis unit of an auxiliary electronic control unit of the auxiliary EPS module at the same time, and a motor predicted turning direction and a motor predicted rotating speed are obtained; and when the steering wheel torque monitoring value is consistent with the recommended turning torque and the vehicle speed monitoring value is consistent with the recommended turning vehicle speed, the auxiliary electronic control unit is switched to control the auxiliary motor to perform steering auxiliary control. The technical problem that in the prior art, steering control safety is reduced due to the fact that steering auxiliary control cannot meet the steering requirement of rapid change under the complex terrain due to hysteresis is solved, and the technical effect of improving the steering control safety is achieved by monitoring the auxiliary electronic control unit in real time in a self-adaptive mode.

Description

Technical Field

[0001] The present invention relates to the field of intelligent control technology, and in particular to a fully redundant steering safety control method and system for coping with complex terrain. Background Art

[0002] In the current automotive industry, with the continuous advancement of intelligent driving technology, the safety and controllability of vehicles in various complex road conditions have become increasingly critical. Especially in complex terrains, such as mountain roads, muddy roads or narrow streets in cities, drivers often need to quickly adapt to changing steering needs. However, existing steering assist control systems generally have lags and cannot respond to these changes in real time, resulting in insufficient steering control safety. In addition, although some vehicles are equipped with redundant sub-control modules, these modules still cannot effectively intervene at critical moments, resulting in a lack of necessary support in emergency situations. Summary of the invention

[0003] The present application provides a fully redundant steering safety control method and system for coping with complex terrain, which solves the technical problem in the prior art that the steering assist control is unable to meet the rapidly changing steering requirements under complex terrain due to hysteresis, resulting in reduced steering control safety.

[0004] In view of the above problems, the present application provides a fully redundant steering safety control method and system for coping with complex terrain.

[0005] In a first aspect of the present application, a fully redundant steering safety control method for coping with complex terrain is provided, the method comprising:

[0006] Identify the number of bends in a preset distance driving route; when the number of bends is greater than or equal to a threshold value of the number of bends, send the coordinates of the preset distance driving route to a road network cloud, and receive target area map data, wherein the target area map data includes road surface slope information of the preset distance driving route; send the road surface slope information of the preset distance driving route and the coordinates of the preset distance driving route to a turning control analysis component to generate a recommended turning torque and a recommended turning speed; send the recommended turning torque and the recommended turning speed to a driving display interface for visual display, and send them to a secondary motor control analysis unit of a secondary electronic control unit of a secondary EPS module to obtain a motor predicted steering and a motor predicted speed, wherein the secondary EPS module refers to an EPS module that is not in a steering assist start state; when entering the preset distance driving route, obtain a steering wheel torque monitoring value and a vehicle speed monitoring value according to a steering wheel torque sensor and a vehicle speed sensor; when the steering wheel torque monitoring value is consistent with the recommended turning torque, and the vehicle speed monitoring value is consistent with the recommended turning speed, switch the secondary electronic control unit to control the secondary motor through the motor predicted steering and the motor predicted speed to perform steering assist control.

[0007] The second aspect of the present application provides a fully redundant steering safety control system for coping with complex terrain, the system comprising:

[0008] an identification module, the identification module is used to identify the number of bends in a preset distance driving route; a data receiving module, the data receiving module is used to send the preset distance driving route coordinates to the road network cloud when the number of bends is greater than or equal to a threshold value of the number of bends, and receive target area map data, wherein the target area map data includes road surface slope information of the preset distance driving route; an analysis module, the analysis module is used to send the road surface slope information of the preset distance driving route and the preset distance driving route coordinates to a turning control analysis component to generate a recommended turning torque and a recommended turning speed; a data transmission module, the data transmission module is used to send the recommended turning torque and the recommended turning speed to a driving display interface for visual display The secondary motor control analysis unit of the secondary electronic control unit of the secondary EPS module is displayed and sent to the secondary motor control analysis unit of the secondary EPS module at the same time to obtain the motor predicted steering and the motor predicted speed, wherein the secondary EPS module refers to the EPS module that is not in the steering assistance start state; a data monitoring module, the data monitoring module is used to obtain the steering wheel torque monitoring value and the vehicle speed monitoring value according to the steering wheel torque sensor and the vehicle speed sensor when entering the preset distance driving route; a control module, the control module is used to switch the secondary electronic control unit to control the secondary motor for steering assistance control through the motor predicted steering and the motor predicted speed when the steering wheel torque monitoring value is consistent with the recommended turning torque and the vehicle speed monitoring value is consistent with the recommended turning speed.

[0009] One or more technical solutions provided in this application have at least the following technical effects or advantages:

[0010] First, identify the number of bends in the preset distance driving route; when the number of bends is greater than or equal to the threshold of the number of bends, send the preset distance driving route coordinates to the road network cloud, and receive the target area map data, wherein the target area map data includes the road surface slope information of the preset distance driving route. Then, send the preset distance driving route road surface slope information and the preset distance driving route coordinates to the turning control analysis component to generate the recommended turning torque and the recommended turning speed. Further, send the recommended turning torque and the recommended turning speed to the driving display interface for visual display, and send them to the secondary motor control analysis unit of the secondary electronic control unit of the secondary EPS module to obtain the motor predicted steering and the motor predicted speed, wherein the secondary EPS module refers to the EPS module that is not in the steering assist start state. Finally, when entering the preset distance driving route, obtain the steering wheel torque monitoring value and the vehicle speed monitoring value according to the steering wheel torque sensor and the vehicle speed sensor; when the steering wheel torque monitoring value is consistent with the recommended turning torque, and the vehicle speed monitoring value is consistent with the recommended turning speed, switch the secondary electronic control unit to control the secondary motor for steering assist control. The invention solves the technical problem in the prior art that the steering assist control cannot meet the rapidly changing steering requirements under complex terrain due to hysteresis, resulting in reduced steering control safety. The technical effect of improving the steering control safety is achieved by real-time monitoring and adaptive switching of the sub-electronic control unit. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0012] Figure 1 A schematic diagram of a flow chart of a fully redundant steering safety control method for coping with complex terrain provided in an embodiment of the present application;

[0013] Figure 2 A schematic diagram of the structure of a fully redundant steering safety control system for coping with complex terrain provided in an embodiment of the present application.

[0014] Explanation of the reference numerals: identification module 11 , data receiving module 12 , analysis module 13 , data transmission module 14 , data monitoring module 15 , control module 16 . DETAILED DESCRIPTION

[0015] The present application solves the technical problem in the prior art that steering assist control is unable to meet the rapidly changing steering requirements under complex terrain due to hysteresis, resulting in reduced steering control safety, by providing a fully redundant steering safety control method and system for coping with complex terrain.

[0016] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of this application.

[0017] It should be noted that the terms "including" and "having" are intended to cover non-exclusive inclusions. For example, a process, method, system, product or server that includes a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or modules that are not explicitly listed or are inherent to these processes, methods, products or devices.

[0018] Embodiment 1, as Figure 1 As shown, the present application provides a fully redundant steering safety control method for coping with complex terrain, wherein the method includes:

[0019] Identifies the number of bends on a driving route of a preset distance.

[0020] The driving route information within a preset distance is obtained by using a navigation or in-vehicle map service, and the number of bends in the driving route of the preset distance is obtained therefrom.

[0021] When the number of curves is greater than or equal to the threshold number of curves, the coordinates of the preset distance driving route are sent to the road network cloud, and the target area map data is received, wherein the target area map data includes the road surface slope information of the preset distance driving route.

[0022] When it is identified that the number of bends in the driving route within a preset distance is greater than or equal to a preset threshold value of the number of bends, the coordinates of the driving route of the preset distance are sent to the road network cloud to obtain the target area map data including the road slope information.

[0023] The preset distance driving route road slope information and the preset distance driving route coordinates are sent to a turning control analysis component to generate a recommended turning torque and a recommended turning speed.

[0024] The road surface slope information of the preset distance driving route and the preset distance route coordinates are sent to the turning control analysis component, which will comprehensively consider the characteristics of the slope and the driving path to generate a recommended turning torque and a recommended turning speed with a curve position label.

[0025] Furthermore, the preset distance driving route road slope information and the preset distance driving route coordinates are sent to the turning control analysis component to generate a recommended turning torque and a recommended turning speed, including:

[0026] Through the curve parameter extraction node of the turning control analysis component, according to the preset distance driving route coordinates, the first curve parameter, the second curve parameter up to the Nth curve parameter are obtained; according to the preset distance driving route road surface slope information, the first curve slope information, the second curve slope information up to the Nth curve slope information are extracted; according to the first curve parameter, the second curve parameter up to the Nth curve parameter, combined with the first curve slope information, the second curve slope information up to the Nth curve slope information, through the turning control configuration node of the turning control analysis component, the first curve recommended torque and the first curve recommended turning speed, the second curve recommended torque and the second curve recommended turning speed up to the Nth curve recommended torque and the Nth curve recommended turning speed are processed; the first curve recommended torque and the first curve recommended turning speed, the second curve recommended torque and the second curve recommended turning speed up to the Nth curve recommended torque and the Nth curve recommended turning speed are added to the recommended turning torque and the recommended turning speed.

[0027] Specifically, through the curve parameter extraction node in the turning control analysis component, combined with the coordinate information of the preset distance driving route, the parameters of each curve are extracted to obtain the first curve parameter, the second curve parameter, and the Nth curve parameter, wherein each curve parameter includes the turning radius, the curve width, the front overhang length, the rear axle outer wheel turning trajectory radius, the rear axle inner wheel turning trajectory radius, the front overhang turning trajectory radius, etc.; at the same time, according to the road surface slope information of the preset distance driving route, the road surface slope information corresponding to each curve is extracted, and for each curve, there will be a corresponding slope information corresponding to it, such as the first curve slope information, the second curve slope information, and the Nth curve slope information; the first curve parameter, the second curve parameter, and the Nth curve parameter are obtained. The first curve slope information, the second curve slope information, and the N-th curve slope information are sent to the turning control configuration node of the turning control analysis component for processing. The turning control configuration node will combine the parameters of each curve with the corresponding slope information to generate the recommended turning torque and recommended turning speed for each curve, that is, the first curve recommended torque and the first curve recommended turning speed, the second curve recommended torque and the second curve recommended turning speed are obtained until the N-th curve recommended torque and the N-th curve recommended turning speed; the first curve recommended torque and the first curve recommended turning speed, the second curve recommended torque and the second curve recommended turning speed, until the N-th curve recommended torque and the N-th curve recommended turning speed, are added into the recommended turning torque and the recommended turning speed.

[0028] Further, obtaining the first curve parameter, the second curve parameter, and the Nth curve parameter according to the preset distance driving route coordinates through the curve parameter extraction node of the turning control analysis component includes:

[0029] The curve parameter extraction node includes a curve curve separation channel and a curve parameter extraction channel trained with preset vehicle model driving data, wherein the curve curve separation channel and the curve parameter extraction channel are two convolutional neural networks connected in series; a preset distance driving road curve is constructed according to the preset distance driving route coordinates; the preset distance driving road curve and the preset distance driving route coordinates are fitted through the curve curve separation channel to generate a first curve curve and a first curve coordinate, a second curve curve and a second curve coordinate until an Nth curve curve and an Nth curve coordinate; the first curve curve and the first curve coordinate are fitted through the curve parameter extraction channel to generate the first curve parameter, until the Nth curve curve and the Nth curve coordinate are fitted to generate the Nth curve parameter.

[0030] Specifically, the curve parameter extraction node is composed of two convolutional neural networks connected in series, including a curve curve separation channel and a curve parameter extraction channel, which work together to extract accurate curve parameters from the preset distance driving route coordinates; the curve curve separation channel and the curve parameter extraction channel are trained using data collected from preset vehicle models in multiple driving scenarios to ensure that they can accurately identify and separate curves in the road and extract relevant curve parameters; based on the preset distance driving route coordinates, interpolation or curve fitting technology is used to construct a preset distance driving road curve, which can reflect the shape of the road curve; input the constructed preset distance driving road curve and the corresponding route coordinates into the curve curve separation channel, the curve curve separation channel performs segmentation processing on the road curve, identifies and separates each independent curve part, and outputs a series of separated curve curves and their corresponding coordinates, that is, the first curve curve and the first curve coordinate, the second curve curve and the second curve coordinate, until the Nth curve curve and the Nth curve coordinate; input each pair of curve curves and coordinates into the curve parameter extraction channel, the curve parameter extraction channel will further analyze the curve to extract detailed parameters of the curve, and obtain the first curve parameter to the Nth curve parameter.

[0031] Further, according to the first curve parameter, the second curve parameter up to the Nth curve parameter, in combination with the first curve slope information, the second curve slope information up to the Nth curve slope information, the first curve recommended torque and the first curve recommended turning speed, the second curve recommended torque and the second curve recommended turning speed up to the Nth curve recommended torque and the Nth curve recommended turning speed are obtained through the turning control configuration node of the turning control analysis component, including:

[0032] The turning control analysis component includes several turning control analysis sub-components, wherein the number of turning control analysis sub-components is at least 5 and at most 7; the first curve parameter and the first curve slope information are respectively fitted according to the several turning control analysis sub-components to generate several first curve initial torques and several first curve initial turning speeds; the several first curve initial torques are fully connected and fused to generate the first curve recommended torque, and the several first curve initial turning speeds are fully connected and fused to generate the first curve recommended turning speed; wherein the full connection fusion fits the input data through a preset data fusion rule.

[0033] The turning control analysis component contains several turning control analysis subcomponents, ranging from 5 to 7 in number, which work independently to ensure the diversity and accuracy of the analysis. Each turning control analysis subcomponent will perform fitting processing on the first curve parameters and the first curve slope information to generate several first curve initial torques and several first curve initial turning speeds; according to the preset data fusion rules (such as weighted average), several first curve initial torques are fully connected and fused to generate the first curve recommended torque; similarly, several first curve initial turning speeds are fully connected and fused to generate the first curve recommended turning speed.

[0034] The recommended turning torque and the recommended turning speed are sent to the driving display interface for visual display, and are also sent to the secondary motor control analysis unit of the secondary electronic control unit of the secondary EPS module to obtain the motor predicted steering and the motor predicted speed, wherein the secondary EPS module refers to an EPS module that is not in the steering assist start state.

[0035] By sending the recommended turning torque and the recommended turning speed to the driving display interface (such as the instrument panel, HUD head-up display or central control screen), the driver can view the upcoming turning parameters in real time, helping the driver to understand the recommended driving strategy under the current road conditions. At the same time, the recommended turning torque and the recommended turning speed will also be sent to the secondary electronic control unit of the vehicle's secondary EPS (electric power steering) module, where the secondary EPS module refers to the EPS module that is not currently in the steering assist start state; the secondary electronic control unit will calculate the motor predicted steering and motor predicted speed with the curve position label based on the received recommended turning torque and recommended turning speed, combined with the current state of the vehicle (such as speed, steering angle, etc.) and the performance parameters of the motor (such as torque output range, speed limit, etc.). The motor predicted steering refers to the direction and size of the steering assist that the motor should generate to ensure that the vehicle can travel along the recommended path, and the motor predicted speed refers to the speed that the motor should reach when providing steering assist to ensure the smoothness and responsiveness of the steering.

[0036] When entering the preset distance driving route, a steering wheel torque monitoring value and a vehicle speed monitoring value are obtained according to the steering wheel torque sensor and the vehicle speed sensor.

[0037] When the vehicle enters a preset distance driving route, in order to ensure that the vehicle can travel according to the expected driving strategy and adjust in real time to adapt to changes in actual road conditions, it will be monitored through the steering wheel torque sensor and vehicle speed sensor to obtain the steering wheel torque monitoring value and vehicle speed monitoring value.

[0038] When the steering wheel torque monitoring value is consistent with the recommended turning torque, and the vehicle speed monitoring value is consistent with the recommended turning speed, the sub-electronic control unit is switched to control the sub-motor through the motor predicted steering and the motor predicted speed to perform steering assist control.

[0039] When the steering wheel torque monitoring value is consistent with the recommended turning torque, and the vehicle speed monitoring value is consistent with the recommended turning speed, it can be judged that the vehicle is currently in a stable and expected driving state; in this case, in order to reduce the burden on the driver and improve the steering accuracy and responsiveness, the sub-electronic control unit will be switched to control the sub-motor for steering assist control based on the motor predicted steering and motor predicted speed.

[0040] Furthermore, when the steering wheel torque monitoring value is inconsistent with the recommended turning torque, or / and the vehicle speed monitoring value is inconsistent with the recommended turning speed, the main electronic control unit of the main EPS module continues to control the main motor for steering assist control. The main EPS module refers to the EPS module that is in the steering assist start-up state.

[0041] When the steering wheel torque monitoring value is inconsistent with the recommended turning torque, or the vehicle speed monitoring value is inconsistent with the recommended turning speed, or the steering wheel torque monitoring value is inconsistent with the recommended turning torque and the vehicle speed monitoring value is inconsistent with the recommended turning speed, the system will maintain control of the main EPS module, that is, continue to control the main motor for steering assistance through the main electronic control unit. The main EPS module is the steering assistance system currently being used by the vehicle. It is already activated and ready to adjust the steering assistance according to the driver's intention and the actual state of the vehicle; the main electronic control unit will dynamically adjust the assistance of the main motor according to the actual deviation of the steering wheel torque monitoring value and the vehicle speed monitoring value.

[0042] Furthermore, it also includes:

[0043] A redundant motor control analysis unit is deployed in the automobile control center; when the secondary electronic control unit fails, the redundant motor control analysis unit is used to perform the prediction of the motor predicted direction and the motor predicted speed.

[0044] In order to ensure the reliability and stability of the steering assist function, especially in the face of emergencies such as electronic control unit failure, a redundant motor control analysis unit can be deployed in the vehicle control center. The redundant motor control analysis unit is used to perform the prediction of motor predicted steering and motor predicted speed when the main electronic control unit (such as the main electronic control unit of the main EPS module) is working and the secondary electronic control unit (such as the secondary electronic control unit of the secondary EPS module) fails. Under normal driving conditions, the main electronic control unit is responsible for controlling the main motor for steering assist control, the secondary electronic control unit is in a standby state, ready to take over control when the main electronic control unit fails, and the redundant motor control analysis unit continuously monitors the status of the entire system, but does not directly participate in control. When a failure of the secondary electronic control unit is detected, the redundant motor control analysis unit will be immediately activated to take over the tasks originally performed by the secondary electronic control unit, that is, to perform the prediction of motor predicted steering and motor predicted speed.

[0045] Further, switching the auxiliary electronic control unit to control the auxiliary motor to perform steering assist control through the motor predicted steering and the motor predicted speed also includes:

[0046] When the auxiliary motor is in a fault state, the motor predicted steering direction and the motor predicted speed are sent to the main EPS module to perform steering assist control.

[0047] When the auxiliary motor is detected to be in a faulty state, the fault switching mechanism will be triggered immediately, and the motor predicted direction and motor predicted speed will be sent to the main EPS module to perform steering assist control. By establishing a fault switching mechanism, the continuity and reliability of the steering assist function can be ensured in the face of emergencies such as failure of the auxiliary electronic control unit and the auxiliary motor.

[0048] In summary, the embodiments of the present application have at least the following technical effects:

[0049] First, identify the number of bends in the preset distance driving route; when the number of bends is greater than or equal to the threshold of the number of bends, send the preset distance driving route coordinates to the road network cloud, and receive the target area map data, wherein the target area map data includes the road surface slope information of the preset distance driving route. Then, send the preset distance driving route road surface slope information and the preset distance driving route coordinates to the turning control analysis component to generate the recommended turning torque and the recommended turning speed. Further, send the recommended turning torque and the recommended turning speed to the driving display interface for visual display, and send them to the secondary motor control analysis unit of the secondary electronic control unit of the secondary EPS module to obtain the motor predicted steering and the motor predicted speed, wherein the secondary EPS module refers to the EPS module that is not in the steering assist start state. Finally, when entering the preset distance driving route, obtain the steering wheel torque monitoring value and the vehicle speed monitoring value according to the steering wheel torque sensor and the vehicle speed sensor; when the steering wheel torque monitoring value is consistent with the recommended turning torque, and the vehicle speed monitoring value is consistent with the recommended turning speed, switch the secondary electronic control unit to control the secondary motor for steering assist control. The invention solves the technical problem in the prior art that the steering assist control cannot meet the rapidly changing steering requirements under complex terrain due to hysteresis, resulting in reduced steering control safety. The technical effect of improving the steering control safety is achieved by real-time monitoring and adaptive switching of the sub-electronic control unit.

[0050] Embodiment 2 is based on the same inventive concept as the fully redundant steering safety control method for coping with complex terrain in the above embodiment. Figure 2 As shown, the present application provides a fully redundant steering safety control system for coping with complex terrains, wherein the system includes:

[0051] An identification module 11, the identification module 11 is used to identify the number of bends in a preset distance driving route; a data receiving module 12, the data receiving module 12 is used to send the preset distance driving route coordinates to the road network cloud when the number of bends is greater than or equal to the bend number threshold, and receive target area map data, wherein the target area map data includes the road surface slope information of the preset distance driving route; an analysis module 13, the analysis module 13 is used to send the preset distance driving route road surface slope information and the preset distance driving route coordinates to the turning control analysis component to generate a recommended turning torque and a recommended turning speed; a data transmission module 14, the data transmission module 14 is used to send the recommended turning torque and the recommended turning speed to the driving display interface A visual display is performed and simultaneously sent to the auxiliary motor control analysis unit of the auxiliary electronic control unit of the auxiliary EPS module to obtain the motor predicted steering and the motor predicted speed, wherein the auxiliary EPS module refers to the EPS module that is not in the steering assistance start state; a data monitoring module 15, the data monitoring module 15 is used to obtain the steering wheel torque monitoring value and the vehicle speed monitoring value according to the steering wheel torque sensor and the vehicle speed sensor when entering the preset distance driving route; a control module 16, the control module 16 is used to switch the auxiliary electronic control unit to control the auxiliary motor for steering assistance control through the motor predicted steering and the motor predicted speed when the steering wheel torque monitoring value is consistent with the recommended turning torque and the vehicle speed monitoring value is consistent with the recommended turning speed.

[0052] Furthermore, the control module 16 is used to execute the following method:

[0053] When the steering wheel torque monitoring value is inconsistent with the recommended turning torque, and / or the vehicle speed monitoring value is inconsistent with the recommended turning speed, the main motor continues to be controlled by the main electronic control unit of the main EPS module for steering assist control. The main EPS module refers to the EPS module that is in the steering assist start-up state.

[0054] Furthermore, the analysis module 13 is used to perform the following method:

[0055] Through the curve parameter extraction node of the turning control analysis component, according to the preset distance driving route coordinates, the first curve parameter, the second curve parameter up to the Nth curve parameter are obtained; according to the preset distance driving route road surface slope information, the first curve slope information, the second curve slope information up to the Nth curve slope information are extracted; according to the first curve parameter, the second curve parameter up to the Nth curve parameter, combined with the first curve slope information, the second curve slope information up to the Nth curve slope information, through the turning control configuration node of the turning control analysis component, the first curve recommended torque and the first curve recommended turning speed, the second curve recommended torque and the second curve recommended turning speed up to the Nth curve recommended torque and the Nth curve recommended turning speed are processed; the first curve recommended torque and the first curve recommended turning speed, the second curve recommended torque and the second curve recommended turning speed up to the Nth curve recommended torque and the Nth curve recommended turning speed are added to the recommended turning torque and the recommended turning speed.

[0056] Furthermore, the analysis module 13 is used to perform the following method:

[0057] The curve parameter extraction node includes a curve curve separation channel and a curve parameter extraction channel trained with preset vehicle model driving data, wherein the curve curve separation channel and the curve parameter extraction channel are two convolutional neural networks connected in series; a preset distance driving road curve is constructed according to the preset distance driving route coordinates; the preset distance driving road curve and the preset distance driving route coordinates are fitted through the curve curve separation channel to generate a first curve curve and a first curve coordinate, a second curve curve and a second curve coordinate until an Nth curve curve and an Nth curve coordinate; the first curve curve and the first curve coordinate are fitted through the curve parameter extraction channel to generate the first curve parameter, until the Nth curve curve and the Nth curve coordinate are fitted to generate the Nth curve parameter.

[0058] Furthermore, the analysis module 13 is used to perform the following method:

[0059] The turning control analysis component includes several turning control analysis sub-components, wherein the number of turning control analysis sub-components is at least 5 and at most 7; the first curve parameter and the first curve slope information are respectively fitted according to the several turning control analysis sub-components to generate several first curve initial torques and several first curve initial turning speeds; the several first curve initial torques are fully connected and fused to generate the first curve recommended torque, and the several first curve initial turning speeds are fully connected and fused to generate the first curve recommended turning speed; wherein the full connection fusion fits the input data through a preset data fusion rule.

[0060] Furthermore, the control module 16 is used to execute the following method:

[0061] A redundant motor control analysis unit is deployed in the automobile control center; when the secondary electronic control unit fails, the redundant motor control analysis unit is used to perform the prediction of the motor predicted direction and the motor predicted speed.

[0062] Furthermore, the control module 16 is used to execute the following method:

[0063] When the auxiliary motor is in a fault state, the motor predicted steering direction and the motor predicted speed are sent to the main EPS module to perform steering assist control.

[0064] It should be noted that the above-mentioned sequence of the embodiments of the present application is only for description and does not represent the advantages and disadvantages of the embodiments. And the above-mentioned specific embodiments of this specification are described. The processes depicted in the accompanying drawings do not necessarily require the specific order or continuous order shown to achieve the desired results. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0065] The above description is only a preferred embodiment of the present application and is not intended to limit the present application. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present application shall be included in the protection scope of the present application.

[0066] This specification and the drawings are merely exemplary illustrations of the present application and are deemed to cover any and all modifications, variations, combinations or equivalents within the scope of the present application. Obviously, those skilled in the art may make various modifications and variations to the present application without departing from the scope of the present application. Thus, if these modifications and variations of the present application fall within the scope of the present application and its equivalents, the present application intends to include these modifications and variations.

Claims

1. A fully redundant steering safety control method for complex terrain, characterized in that: The method comprises: Identify the number of bends in a driving route with a preset distance; When the number of curves is greater than or equal to the threshold number of curves, the preset distance driving route coordinates are sent to the road network cloud, and the target area map data is received, wherein the target area map data includes the road surface slope information of the preset distance driving route; Sending the preset distance driving route road slope information and the preset distance driving route coordinates to a turning control analysis component to generate a recommended turning torque and a recommended turning speed; The recommended turning torque and the recommended turning speed are sent to a driving display interface for visual display, and are also sent to a secondary motor control analysis unit of a secondary electronic control unit of a secondary EPS module to obtain a motor predicted steering direction and a motor predicted speed, wherein the secondary EPS module refers to an EPS module that is not in a steering assist start state; When entering the preset distance driving route, obtaining a steering wheel torque monitoring value and a vehicle speed monitoring value according to a steering wheel torque sensor and a vehicle speed sensor; When the steering wheel torque monitoring value is consistent with the recommended turning torque, and the vehicle speed monitoring value is consistent with the recommended turning speed, the sub-electronic control unit is switched to control the sub-motor through the motor predicted steering and the motor predicted speed to perform steering assist control.

2. The fully redundant steering safety control method for complex terrain according to claim 1, characterized in that: Also includes: When the steering wheel torque monitoring value is inconsistent with the recommended turning torque, and / or the vehicle speed monitoring value is inconsistent with the recommended turning speed, the main motor continues to be controlled by the main electronic control unit of the main EPS module for steering assist control. The main EPS module refers to the EPS module that is in the steering assist start-up state.

3. The fully redundant steering safety control method for complex terrain according to claim 1, characterized in that: The preset distance driving route road slope information and the preset distance driving route coordinates are sent to the turning control analysis component to generate a recommended turning torque and a recommended turning speed, including: Obtaining a first curve parameter, a second curve parameter, and finally an Nth curve parameter according to the preset distance driving route coordinates through a curve parameter extraction node of the turning control analysis component; Extracting the first curve slope information, the second curve slope information, and the Nth curve slope information according to the preset distance driving route road surface slope information; According to the first curve parameter, the second curve parameter up to the Nth curve parameter, in combination with the first curve slope information, the second curve slope information up to the Nth curve slope information, a first curve recommended torque and a first curve recommended turning speed, a second curve recommended torque and a second curve recommended turning speed up to the Nth curve recommended torque and the Nth curve recommended turning speed are processed by the turning control configuration node of the turning control analysis component; The first corner recommended torque and the first corner recommended turning vehicle speed, the second corner recommended torque and the second corner recommended turning vehicle speed, up to the Nth corner recommended torque and the Nth corner recommended turning vehicle speed, are added to the recommended turning torque and the recommended turning vehicle speed.

4. The fully redundant steering safety control method for complex terrain as claimed in claim 3, characterized in that: The method comprises: obtaining a first curve parameter, a second curve parameter, and an Nth curve parameter according to the preset distance driving route coordinates through the curve parameter extraction node of the turning control analysis component, including: The curve parameter extraction node includes a curve separation channel and a curve parameter extraction channel trained with preset vehicle model driving data, wherein the curve separation channel and the curve parameter extraction channel are two convolutional neural networks connected in series; Constructing a preset distance driving road curve according to the preset distance driving route coordinates; Fitting the preset distance driving road curve and the preset distance driving route coordinates through the curve curve separation channel to generate a first curve curve and a first curve coordinate, a second curve curve and a second curve coordinate until an Nth curve curve and an Nth curve coordinate; Through the curve parameter extraction channel, the first curve curve and the first curve coordinates are fitted to generate the first curve parameters, until the Nth curve curve and the Nth curve coordinates are fitted to generate the Nth curve parameters.

5. The fully redundant steering safety control method for complex terrain as claimed in claim 3, characterized in that: According to the first curve parameter, the second curve parameter up to the Nth curve parameter, in combination with the first curve slope information, the second curve slope information up to the Nth curve slope information, a first curve recommended torque and a first curve recommended turning speed, a second curve recommended torque and a second curve recommended turning speed up to the Nth curve recommended torque and the Nth curve recommended turning speed are obtained through a turning control configuration node of the turning control analysis component, including: The turning control analysis component includes a plurality of turning control analysis subcomponents, wherein the number of the turning control analysis subcomponents is at least 5 and at most 7; Fitting the first curve parameter and the first curve slope information respectively according to the plurality of turning control analysis subcomponents to generate a plurality of first curve initial torques and a plurality of first curve initial turning vehicle speeds; Fully connecting and fusing the plurality of first curve initial torques to generate the first curve recommended torque, and fully connecting and fusing the plurality of first curve initial turning vehicle speeds to generate the first curve recommended turning vehicle speed; Among them, fully connected fusion fits the input data through preset data fusion rules.

6. The fully redundant steering safety control method for complex terrain according to claim 1, characterized in that: Also includes: Redundant motor control analysis units deployed in the vehicle control center; When the slave electronic control unit fails, the redundant motor control analysis unit performs prediction of the motor predicted direction of rotation and the motor predicted speed of rotation.

7. The fully redundant steering safety control method for complex terrain according to claim 1, characterized in that: Switching the auxiliary electronic control unit to control the auxiliary motor to perform steering assist control through the motor predicted steering and the motor predicted speed, further comprising: When the auxiliary motor is in a fault state, the motor predicted steering direction and the motor predicted speed are sent to the main EPS module to perform steering assist control.

8. Fully redundant steering safety control system for complex terrain, characterized by: A system for implementing the fully redundant steering safety control method for coping with complex terrain as described in any one of claims 1 to 7, the system comprising: an identification module, the identification module being used to identify the number of bends in a driving route of a preset distance; A data receiving module, wherein when the number of curves is greater than or equal to a threshold value of the number of curves, the data receiving module is used to send the coordinates of the preset distance driving route to the road network cloud, and receive the target area map data, wherein the target area map data includes the road surface slope information of the preset distance driving route; An analysis module, the analysis module is used to send the road slope information of the preset distance driving route and the coordinates of the preset distance driving route to a turning control analysis component to generate a recommended turning torque and a recommended turning speed; a data transmission module, the data transmission module is used to send the recommended turning torque and the recommended turning speed to a driving display interface for visual display, and at the same time send them to a secondary motor control analysis unit of a secondary electronic control unit of a secondary EPS module to obtain a motor predicted steering direction and a motor predicted speed, wherein the secondary EPS module refers to an EPS module that is not in a steering assist start state; A data monitoring module, wherein the data monitoring module is used to obtain a steering wheel torque monitoring value and a vehicle speed monitoring value according to a steering wheel torque sensor and a vehicle speed sensor when entering the preset distance driving route; A control module, wherein the control module is used to switch the auxiliary electronic control unit to control the auxiliary motor for steering assist control through the motor predicted steering and the motor predicted speed when the steering wheel torque monitoring value is consistent with the recommended turning torque and the vehicle speed monitoring value is consistent with the recommended turning speed.

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