Redundant automatic driving steer-by-wire system, control method and vehicle

Abstract

The invention provides a redundant automatic driving steer-by-wire system, a control method and a vehicle, and relates to the technical field of automatic driving, the redundant automatic driving steer-by-wire system comprises a first automatic driving controller, a second automatic driving controller and a steering redundant control system; the first automatic driving controller is in communication connection with the steering redundancy control system through a first CAN channel and a second CAN channel; the second automatic driving controller is in communication connection with the steering redundancy control system through a first CAN channel, and is also in communication connection with the first automatic driving controller through a third CAN channel; and the steering redundancy control system responds to the first driving interaction request, the first redundancy driving interaction request or the second driving interaction request in the automatic driving state. According to the invention, the fault handling capability of the vehicle during automatic driving can be improved.

Description

Technical Field

[0001] The present disclosure relates to the field of autonomous driving technology, and in particular to a redundant autonomous driving steer-by-wire system, a control method, and a vehicle. Background Art

[0002] The realization of the autonomous driving function on the whole vehicle strongly relies on the chassis actuator being able to respond to the host computer request in a timely manner. In order to improve the availability of the autonomous driving function in various scenarios, it is necessary to design a control system that can adapt to the redundant autonomous driving system to achieve a higher level of autonomous driving function. Generally speaking, to achieve autonomous driving above L3 level, it is necessary to consider that when the autonomous driving controller, communication and other modules have a single point failure, the safe operation of the whole vehicle must be ensured before the driver takes over. Similarly, the steering actuator must still be able to exert some of its capabilities when a single point failure occurs to ensure that it can reach a safe state. In related technologies, redundant control of vehicle communications has been achieved by setting up redundant controllers and their communication channels. However, the ability of this method to cope with single point failures needs to be further improved. Summary of the invention

[0003] In order to solve the problems existing in the prior art, the embodiments of the present disclosure provide a redundant automatic driving wire control steering system, a control method and a vehicle, so as to improve the vehicle's ability to cope with failures during automatic driving and improve vehicle safety. The technical solution is as follows:

[0004] In a first aspect, a redundant automatic driving wire steering system is provided, comprising a first automatic driving controller, a second automatic driving controller, and a steering redundant control system;

[0005] The first automatic driving controller is communicatively connected with the steering redundant control system through a first CAN channel and a second CAN channel, and is used to send a first driving interaction request to the steering redundant control system through the first CAN channel, and send a first redundant driving interaction request identical to the first driving interaction request to the steering redundant control system through the second CAN channel;

[0006] The second automatic driving controller is communicatively connected to the steering redundant control system via a first CAN channel, and is used to send a second driving interaction request to the steering redundant control system via the first CAN channel; the second automatic driving controller is also communicatively connected to the first automatic driving controller via a third CAN channel, and is used to monitor the communication status between the first automatic driving controller and the steering redundant control system;

[0007] The steering redundancy control system is used to respond to a first driving interaction request transmitted by the first automatic driving controller through the first CAN channel in the automatic driving state; when the communication with the first automatic driving controller on the first CAN channel fails, respond to the first redundant driving interaction request transmitted by the first automatic driving controller through the second CAN channel; when the communication with the first automatic driving controller on both the first CAN channel and the second CAN channel fails, respond to the second driving interaction request transmitted by the second automatic driving controller through the first CAN channel.

[0008] In one possible implementation, the steering redundant control system includes a first steering control system and a second steering control system, the first steering control system includes a first steering controller and a first steering actuator, and the second steering control system includes a second steering controller and a second steering actuator; the first steering control system and the second steering control system are communicatively connected via a fourth CAN channel.

[0009] In a possible implementation, the second steering control system can enable the vehicle to have at least 50% steering performance.

[0010] In a second aspect, a redundant autonomous driving steer-by-wire control method is provided, which is applied to a redundant autonomous driving steer-by-wire system provided in the first aspect, comprising:

[0011] In the automatic driving state, responding to a first driving interaction request sent by the first automatic driving controller on the first CAN channel;

[0012] If the first driving interaction request cannot be responded to normally, respond to a first redundant driving interaction request sent by the first automatic driving controller on the second CAN channel;

[0013] If both the first driving interaction request and the first redundant driving interaction request cannot be responded to normally, respond to the second driving interaction request sent by the second automatic driving controller on the first CAN channel.

[0014] In a possible implementation, the method further includes feeding back the state of the steering redundant control system to the first automatic driving controller and / or the second automatic driving controller via the first CAN channel and the second CAN channel.

[0015] In a possible implementation, if a first steering control system in a steering redundant control system fails, the fault status is fed back through the first CAN channel and the second CAN channel, and the second steering control system is switched to control the vehicle steering.

[0016] In a possible implementation, when the same fault is detected at at least two adjacent time points within a set time interval, it is determined that the fault exists, and the fault status is fed back through the first CAN channel and the second CAN channel.

[0017] In a possible implementation, the first vehicle interaction request and the second vehicle interaction request are signals with the same content but different IDs.

[0018] In one possible implementation, if the steering redundant control system loses communication with the second automatic driving controller, the response to the first driving interaction request or the first redundant driving interaction request of the first automatic driving controller is maintained, and the fault status is fed back.

[0019] In a third aspect, a vehicle is provided, comprising a redundant autonomous driving steer-by-wire system provided in the first aspect.

[0020] The technical solution provided by the embodiments of the present disclosure has the following beneficial effects:

[0021] The disclosed embodiment provides a redundant automatic driving wire control steering system, control method and vehicle, and ensures the safety of the vehicle in L3 automatic driving state by designing a triple redundancy scheme. The first redundancy is to expand the communication channel between the first automatic driving controller and the steering redundant control system into two, that is, the first automatic driving controller and the steering redundant control system communicate through the first CAN channel and the second CAN channel, thereby improving the reliability of the communication process of realizing automatic driving control through the first automatic driving controller; the second redundancy is to set a redundant second automatic driving controller, the second automatic driving controller communicates with the steering redundant control system through the first CAN channel, and monitors the state of the first automatic driving controller in real time through the third CAN channel, thereby ensuring that the vehicle is taken over in time and safely parked when the first automatic driving controller fails, thereby improving the ability to cope with various single point failures during the automatic driving process of the vehicle, and ensuring that the safety state of the vehicle can be guaranteed when a single point failure occurs at any position of the system; the third redundancy is to design two steering control systems in the steering redundant control system, and when the first steering control system fails, the second steering control system takes over the control of the chassis and controls the vehicle to park by the side of the road, thereby ensuring the safety of the vehicle. The triple redundancy scheme cooperates to realize redundant control of the automatic driving of the vehicle, adapts to a variety of automatic driving schemes, and effectively improves the ability and safety of the vehicle to cope with failures.

[0022] Advantages of additional aspects of the present disclosure will be given in part in the following description and in part will become apparent from the following description or will be learned through practice of the present disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] In order to more clearly illustrate the technical solutions in the embodiments of the present disclosure, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present disclosure. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0024] Figure 1 It is a schematic diagram of a redundant autonomous driving steer-by-wire system provided in an embodiment of the present disclosure. DETAILED DESCRIPTION

[0025] In order to make the objectives, technical solutions and advantages of the present disclosure more clear, the embodiments of the present disclosure will be further described in detail below with reference to the accompanying drawings.

[0026] The terms "first", "second", etc. in the specification, claims and drawings of the present disclosure are used to distinguish different objects, rather than to describe a specific order. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units that are not listed, or may optionally include other steps or units inherent to these processes, methods, products or devices.

[0027] The disclosed embodiment provides a redundant automatic driving steer-by-wire system, including a first automatic driving controller, a second automatic driving controller, and a steering redundant control system;

[0028] The first automatic driving controller is communicatively connected with the steering redundant control system through a first CAN channel and a second CAN channel, and is used to send a first driving interaction request to the steering redundant control system through the first CAN channel, and send a first redundant driving interaction request identical to the first driving interaction request to the steering redundant control system through the second CAN channel;

[0029] The second automatic driving controller is communicatively connected to the steering redundant control system via a first CAN channel, and is used to send a second driving interaction request to the steering redundant control system via the first CAN channel; the second automatic driving controller is also communicatively connected to the first automatic driving controller via a third CAN channel, and is used to monitor the communication status between the first automatic driving controller and the steering redundant control system;

[0030] The steering redundancy control system is used to respond to a first driving interaction request transmitted by the first automatic driving controller through the first CAN channel in the automatic driving state; when the communication with the first automatic driving controller on the first CAN channel fails, respond to the first redundant driving interaction request transmitted by the first automatic driving controller through the second CAN channel; when the communication with the first automatic driving controller on both the first CAN channel and the second CAN channel fails, respond to the second driving interaction request transmitted by the second automatic driving controller through the first CAN channel.

[0031] The disclosed embodiment first provides a redundant autonomous driving steer-by-wire system, which expands the communication channel between the first autonomous driving controller and the steering redundant control system to two, namely, the first autonomous driving controller and the steering redundant control system communicate through the first CAN channel and the second CAN channel, thereby improving the reliability of autonomous driving control through the first autonomous driving controller, thereby improving the vehicle's ability to respond to faults.

[0032] Based on the redundant automatic driving wire steering system provided above, the embodiment of the present disclosure further provides a redundant automatic driving wire steering control method based on the system, the execution subject of the method is the steering redundant control system in the redundant automatic driving wire steering system, and the steering redundant control system can be an integrated controller or other electronic device capable of receiving and processing data and realizing vehicle steering control. A redundant automatic driving wire steering control method includes:

[0033] In the automatic driving state, responding to a first driving interaction request sent by the first automatic driving controller on the first CAN channel;

[0034] If the first driving interaction request cannot be responded to normally, respond to a first redundant driving interaction request sent by the first automatic driving controller on the second CAN channel;

[0035] If both the first driving interaction request and the first redundant driving interaction request cannot be responded to normally, respond to the second driving interaction request sent by the second automatic driving controller on the first CAN channel.

[0036] Specifically, see Figure 1 The system provided by the embodiment of the present disclosure includes a first automatic driving controller (automatic driving controller 1, i.e., the main automatic driving controller), a second automatic driving controller (automatic driving controller 2, i.e., the automatic driving auxiliary controller) and a set of steering redundant control systems, which together realize lateral control of L3 level automatic driving.

[0037] The first autopilot controller and the steering redundancy control system on the chassis communicate on two CAN-FD channels, namely CHCAN (first CAN channel) and RE CAN (second CAN channel), and the second autopilot controller communicates with the steering redundancy control system on CH CAN; the first autopilot controller and the second autopilot controller communicate via DACAN (third CAN channel). The steering redundancy control system includes two sets of redundant steering controllers, the first steering controller and the second steering controller, which communicate with each other via private CAN (fourth CAN channel).

[0038] The first steering controller includes a first steering controller (steering controller 1) and a first steering actuator (steering actuator 1), and the second steering controller includes a second steering controller (steering controller 2) and a second steering actuator (steering actuator 2). The first steering controller has 100% steering performance and is used to achieve steering control of the vehicle in a normal automatic driving state; the second steering controller has at least 50% steering performance and is used to achieve redundant control to meet the basic steering requirements of the vehicle when the first steering controller fails.

[0039] The autopilot controller and the steering redundancy control system interact through two CAN-FD channels, CH CAN and RE CAN. As shown in Table 1, for L2 level assisted driving, only the first autopilot controller and the steering redundancy control system need to interact through CH CAN, while for L3 level autopilot, the steering redundancy control system receives the L3 driving interaction request sent by the first autopilot controller on CH CAN, and receives the L3 redundant driving interaction request sent by the first autopilot controller on RE CAN. The steering redundancy control system also receives the L3 redundant driving interaction request sent by the second autopilot controller on CH CAN.

[0040] Table 1 Communication relationship between the automatic driving controller and the steering redundant control system at different driving levels

[0041]

[0042]

[0043] Under normal conditions, the first automatic driving controller and the second automatic driving controller simultaneously send driving requests to the steering redundant control system to achieve redundant control of the vehicle. The driving requests sent by the first automatic driving controller and the second automatic driving controller on CH CAN will be defined as two frames of signals with the same content but different IDs. Under L3 conditions, the steering redundant control system must respond to the signal sent by the first automatic driving controller on CH CAN if the signal is normal. If the CH CAN signal of the first automatic driving controller is abnormal, it will respond to the signal sent by the first automatic driving controller on RE CAN. If there are problems with the signals sent by both CH CAN and RE CAN, it will respond to the signal sent by the second automatic driving controller on CH CAN.

[0044] The steering redundancy control system feeds back the vehicle's steering status to the first and second autonomous driving controllers via CH CAN and RE CAN. The steering status fed back by the steering redundancy control system, such as over-limit, hand torque, health status, etc., needs to be sent after internal confirmation. The first and second steering control systems communicate internally via private CAN to confirm the current vehicle's steering status, and feed back the same steering status on CH CAN and RE CAN at the same time.

[0045] When the L3 function is turned on, the first autonomous driving controller needs to send a driving interaction request on CH CAN and RE CAN at the same time, and the steering redundancy control system needs to respond to the first driving interaction request sent by the first autonomous driving controller on CH CAN under normal circumstances; if the first autonomous driving controller has a communication failure on CH CAN, it responds to the first redundant driving interaction request of the first autonomous driving controller on RE CAN. The second autonomous driving controller monitors the status of the first autonomous driving controller through DACAN. If the first autonomous driving controller cannot send a request on CH CAN and RE CAN, it takes over the vehicle and controls the vehicle to park safely. The first autonomous driving controller and the second autonomous driving controller will receive the current handshake feedback status and the currently monitored L3 interface fault status sent by the steering redundancy control system on CH CAN and / or RE CAN. If the first autonomous driving controller has a fault on both CH CAN and RE CAN, the steering redundancy control system responds to the second driving interaction request of the second autonomous driving controller on CH CAN.

[0046] When the first steering control system, i.e. the first steering controller and / or the first steering actuator, fails and cannot execute the steering angle requested by the autonomous driving system, the fault is immediately reported on the CH CAN and RE CAN channels, and the second steering control system, i.e. the second steering controller and the second steering actuator respond to the request of the autonomous driving controller until the autonomous driving system exits the handshake. The switching of the second steering control system must be completed within 10ms (starting from the time when the first steering control system fails to execute the steering request of the autonomous driving system to the time when the second steering control system begins to respond to the request instruction of the autonomous driving system). The first steering control system has 100% steering performance to meet the normal driving needs of the vehicle; considering the cost and functional requirements, the second steering control system has at least 50% steering performance, so that when the first steering control system cannot perform the autonomous driving task, the switched steering redundant control system has at least 50% steering performance, which can support L2-level assisted driving system functions such as ICA to ensure vehicle safety.

[0047] The steering redundancy control system has a corresponding detection mechanism for the interruption, delay, data error, frame loss, and reverse sequence of the data of the autonomous driving system used, and the detection mechanism is robust. In this embodiment, the communication failure is confirmed only after the same fault is detected twice in succession. The time interval for each detection can be calibrated. In actual application, it should be calibrated according to the communication cycle and communication volume. To ensure the safety of vehicle operation, the time interval in this embodiment does not exceed 50ms.

[0048] During the time between the first detection of a fault and the final confirmation of the fault, the vehicle is controlled using the control parameters immediately before the first detection of the fault. After the steering redundant control system confirms the communication failure, it uses the backup channel data to switch the communication channel or respond to the control command of another autonomous driving controller.

[0049] When it is determined that a fault has occurred, if the messages sent by the faulty side are normal for three consecutive cycles, it is determined that the communication has been restored.

[0050] Under L3 conditions, if the steering redundant control system loses communication with the first automatic driving controller on CH CAN, the steering redundant control system executes according to the vehicle control request of the first automatic driving controller on RE CAN; the first steering control system and the second steering control system communicate internally through private CAN to transmit the request of the automatic driving system to ensure maximum execution capability and feedback the fault status until the automatic driving system exits the request.

[0051] Under L3 conditions, if the steering redundancy control system loses communication with the second automatic driving controller, the first automatic driving controller maintains the vehicle control request in CH CAN and RE CAN, and feedbacks the fault status.

[0052] The second autonomous driving controller continuously monitors the status of the first autonomous driving controller to ensure timely takeover of the first autonomous driving controller. When the first autonomous driving controller fails, it controls the vehicle to stop safely.

[0053] The disclosed embodiment further provides a vehicle, the vehicle comprising a redundant automatic driving steer-by-wire system provided in the first aspect. When the vehicle is running in an automatic driving state, the vehicle is controlled by a redundant automatic driving steer-by-wire control method provided in the second aspect.

[0054] A person skilled in the art will understand that all or part of the steps to implement the above embodiments may be accomplished by hardware or by instructing related hardware through a program, and the program may be stored in a computer-readable storage medium, and the above-mentioned storage medium may be a read-only memory, a disk or an optical disk, etc.

[0055] The above description is only a preferred embodiment of the present disclosure and is not intended to limit the present disclosure. For those skilled in the art, the present disclosure may have various modifications and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present disclosure shall be included in the protection scope of the present disclosure.

Claims

1. A redundant automatic driving steer-by-wire system, characterized in that: It includes a first automatic driving controller, a second automatic driving controller, and a steering redundant control system; The first automatic driving controller is communicatively connected with the steering redundant control system through a first CAN channel and a second CAN channel, and is used to send a first driving interaction request to the steering redundant control system through the first CAN channel, and send a first redundant driving interaction request identical to the first driving interaction request to the steering redundant control system through the second CAN channel; The second automatic driving controller is communicatively connected to the steering redundant control system via a first CAN channel, and is used to send a second driving interaction request to the steering redundant control system via the first CAN channel; the second automatic driving controller is also communicatively connected to the first automatic driving controller via a third CAN channel, and is used to monitor the communication status between the first automatic driving controller and the steering redundant control system; The steering redundancy control system is used to respond to a first driving interaction request transmitted by the first automatic driving controller through the first CAN channel in the automatic driving state; when the communication with the first automatic driving controller on the first CAN channel fails, respond to the first redundant driving interaction request transmitted by the first automatic driving controller through the second CAN channel; when the communication with the first automatic driving controller on both the first CAN channel and the second CAN channel fails, respond to the second driving interaction request transmitted by the second automatic driving controller through the first CAN channel.

2. A redundant automatic driving steer-by-wire system according to claim 1, characterized in that: The steering redundant control system includes a first steering control system and a second steering control system, the first steering control system includes a first steering controller and a first steering actuator, and the second steering control system includes a second steering controller and a second steering actuator; the first steering control system and the second steering control system are communicatively connected via a fourth CAN channel.

3. A redundant automatic driving steer-by-wire system according to claim 1, characterized in that: The second steering control system enables the vehicle to have at least 50% steering performance.

4. A redundant automatic driving steer-by-wire control method, based on a redundant automatic driving steer-by-wire system as claimed in any one of claims 1 to 3, characterized in that: include: In the automatic driving state, responding to a first driving interaction request sent by the first automatic driving controller on the first CAN channel; If the first driving interaction request cannot be responded to normally, respond to a first redundant driving interaction request sent by the first automatic driving controller on the second CAN channel; If both the first driving interaction request and the first redundant driving interaction request cannot be responded to normally, respond to the second driving interaction request sent by the second automatic driving controller on the first CAN channel.

5. A redundant automatic driving steering-by-wire control method as claimed in claim 4, characterized in that: It also includes feeding back the status of the steering redundant control system to the first automatic driving controller and / or the second automatic driving controller through the first CAN channel and the second CAN channel.

6. A redundant automatic driving steering-by-wire control method as claimed in claim 5, characterized in that: If the first steering control system in the steering redundant control system fails, the fault status is fed back through the first CAN channel and the second CAN channel, and the second steering control system is switched to control the vehicle steering.

7. A redundant automatic driving steering-by-wire control method as claimed in claim 6, characterized in that: When the same fault is detected at at least two adjacent time points within a set time interval, it is determined that the fault exists, and the fault status is fed back through the first CAN channel and the second CAN channel.

8. A redundant automatic driving steering-by-wire control method as claimed in claim 4, characterized in that: The first vehicle interaction request and the second vehicle interaction request are signals with the same content but different IDs.

9. A redundant automatic driving steering-by-wire control method as claimed in claim 4, characterized in that: If the steering redundant control system loses communication with the second automatic driving controller, it maintains a response to the first driving interaction request or the first redundant driving interaction request of the first automatic driving controller and feeds back the fault status.

10. A vehicle, characterized in that: The vehicle includes a redundant autonomous driving steer-by-wire system as described in any one of claims 1-3.

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