Vehicle control method, vehicle and computer readable storage medium

Abstract

The invention provides a vehicle control method, a vehicle and a computer readable storage medium, and relates to the technical field of vehicle control, and the method comprises the steps: carrying out the redundancy design of a steer-by-wire system of the vehicle, immediately triggering a fault processing mechanism under the condition that the steer-by-wire system is judged to have a fault, firstly positioning a fault condition, and carrying out the fault processing mechanism; then, the faults are graded based on the fault conditions to obtain fault grades, then the steering control strategy of the steer-by-wire system for the vehicle is adjusted according to the fault grades, and the speed of the vehicle is limited according to the fault grades; according to the steering-by-wire system, the steering control strategy corresponding to the fault level is executed, so that a user can still control the vehicle, the situation that the vehicle is out of control is avoided, the controllability, safety and reliability of the fault of the steering-by-wire system are improved, and the user experience is improved. And the driving experience and the driving confidence of the user and the credibility of the user for the steer-by-wire system are improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle control technology, and more specifically, to a vehicle control method, a vehicle and a computer-readable storage medium in the field of vehicle control technology. Background Art

[0002] The double helix upward trend of vehicle electrification and intelligence will lead the development direction of the future vehicle industry. Electrification provides a strong basic support for intelligence, and intelligence in turn promotes the further development of electrification. The intelligence of the chassis, especially the application of wire-controlled steering technology, compared with the traditional mechanical steering system, the wire-controlled steering system cancels the mechanical connection part of the traditional mechanical steering system in terms of mechanical structure, and adopts electronic signal drive controller in the working principle to control the steering of the vehicle. Therefore, the system composition of the wire-controlled steering system and the traditional mechanical steering system has also undergone major changes. The wire-controlled steering system is mainly composed of steering wheel angle and torque sensors, steering feedback actuators and their control units, steering actuators and their control units, etc., and relies more on sensors and various control units to complete the work through electrical signal interaction. Therefore, the wire-controlled steering system usually needs to ensure sufficient power supply during operation, normal communication between sensors and various controllers, fast sensor response speed and accurate calculation. Since the wire-controlled steering system relies on signal interaction between sensors and controllers to complete its work, it also brings new challenges, especially when the wire-controlled steering system fails, how to ensure the safety and controllability of the wire-controlled steering system has become a technical problem that needs to be solved urgently. Summary of the invention

[0003] The embodiment of the present application provides a vehicle control method, a vehicle and a computer-readable storage medium. The present application provides a redundant design for the electronic components and the data output end of the sensor in the vehicle's wire-controlled steering system. The redundant design enables the wire-controlled steering system to have not only a normal steering control strategy under the normal state of the system, but also a variety of degraded steering control strategies under the system failure state, thereby adding a fault-tolerant mechanism to the wire-controlled steering system. The wire-controlled steering system can detect whether its own electronic components, communications and received data signals are faulty through self-checking to determine whether the wire-controlled steering system is faulty, and perform fault classification according to the degree of the fault to obtain the fault level, and then select a suitable degraded steering control strategy and limit the speed of the vehicle according to the fault level, so as to ensure that when the wire-controlled steering system fails, the wire-controlled steering system can execute the degraded steering control strategy corresponding to the fault level, so that the user can still control the vehicle, thereby avoiding the situation of vehicle loss of control, which is conducive to improving the safety and reliability of the wire-controlled steering system.

[0004] In a first aspect, a vehicle control method is provided, which is applied to a vehicle with a wire-controlled steering system, wherein the wire-controlled steering system includes a feel simulator, a steering actuator and at least two power assemblies, and the at least two power assemblies are both used to supply power to the feel simulator and the steering actuator; the feel simulator includes at least two first electronic control assemblies, and the steering actuator includes at least two second electronic control assemblies, and one of the at least two second electronic control assemblies can perform steering control on the vehicle according to a rack position signal sent by one of the at least two first electronic control assemblies; the vehicle control method includes: in the case where there is a target assembly that fails among the at least two power assemblies, the at least two first electronic control assemblies and the at least two second electronic control assemblies, determining an identity of the target assembly and a fault source in the target assembly; wherein the identity is used to indicate whether the target assembly is a main assembly or a secondary assembly; determining a fault level of the wire-controlled steering system according to the identity and the fault source; adjusting a steering control strategy of the vehicle according to the fault level, and limiting a driving speed of the vehicle according to the fault level.

[0005] Based on the above technical solution, the present application performs redundant design for the vehicle's steer-by-wire system. When it is determined that the steer-by-wire system fails, the fault handling mechanism is immediately triggered. The fault condition is first located, and then the fault is classified into a level based on the fault condition to obtain a fault level. The steering control strategy of the steer-by-wire system for the vehicle is adjusted according to the fault level, and the speed of the vehicle is limited according to the fault level. This ensures that when the steer-by-wire system fails, the steer-by-wire system can still control the vehicle by executing the steering control strategy corresponding to the fault level, thereby avoiding the occurrence of vehicle loss of control. This not only improves the controllability, safety and reliability of the steer-by-wire system failure, but also improves the user's driving experience, driving confidence and user trust in the steer-by-wire system.

[0006] In a possible implementation, if the first electronic control assembly includes a first main electronic control assembly and a first auxiliary electronic control assembly, the first main electronic control assembly includes a first main controller and a first data acquisition module, the first auxiliary electronic control assembly includes a first auxiliary controller, and the first data acquisition module has two first output ends and two second output ends, and the two first output ends and the two second output ends are both used to output steering wheel rotation signals; the first main controller is connected to the first auxiliary controller, the first main controller is respectively connected to the two first output ends, and the first auxiliary controller is respectively connected to the two second output ends; if the second electronic control assembly includes a second main electronic control assembly and a second auxiliary electronic control assembly, the second main electronic control assembly includes a second main controller and a second data acquisition module for collecting steering actuator angle signals , the second sub-electronic control assembly includes a second sub-controller, the second main controller is connected to the second sub-controller, and the second data acquisition module is connected to the second main controller and the second sub-controller respectively; if the power supply assembly includes a main power supply assembly and a sub-power supply assembly, the main power supply assembly includes a main power supply, and the sub-power supply assembly includes a sub-power supply, the power supply and the sub-power supply are both connected to the first main controller, the first sub-controller, the second main controller and the second sub-controller, and the first main controller and the first sub-controller are both connected to the second main controller and the second sub-controller; one of the second main controller and the second sub-controller can perform steering control on the vehicle according to the rack position signal sent by one of the first main controller and the first sub-controller;

[0007] Determining the fault level of the steer-by-wire system according to the identity identifier and the fault source includes: if the identity identifier indicates that the target assembly is the first main electronic control assembly, and the fault source is the steering wheel rotation signal output by one of the two first output terminals, determining the fault level to be level L1; if the identity identifier indicates that the target assembly is the first main electronic control assembly, and the fault source is the steering wheel rotation signal output by the two first output terminals, determining the fault level to be level H1; if the identity identifier indicates that the target assembly is the first main electronic control assembly, and the fault source is the first main controller, determining the fault level to be level L2; if the identity identifier indicates that the target assembly includes the first main electronic control assembly and the first auxiliary electronic control assembly, and the fault source includes the first main controller and the first auxiliary controller, determining the fault level to be level H2; if the identity identifier indicates that the target assembly is the second main electronic control assembly, and the fault source is the The second data acquisition module determines that the fault level is level L3; if the identity identifier indicates that the target assembly is the second main electric control assembly and the fault source is the second main controller, the fault level is determined to be level L4; if the identity identifier indicates that the target assembly includes the second main electric control assembly and the second auxiliary electric control assembly, and the fault source includes the second main controller and the second auxiliary controller, the fault level is determined to be level H3; if the identity identifier indicates that the target assembly is the main power supply assembly and the fault source is the main power supply, the fault level is determined to be level L5; if the identity identifier indicates that the target assembly includes the main power supply assembly and the auxiliary power supply assembly, and the fault source includes the main power supply and the auxiliary power supply, the fault level is determined to be level H4; wherein, levels L1-L5 all belong to the first level, levels H1-H4 all belong to the second level, and the fault degree corresponding to the second level is higher than the fault degree corresponding to the first level.

[0008] In one possible implementation, the steering wheel rotation signals output by the two first output ends include a first steering wheel torque signal and a second steering wheel torque signal; the steering wheel rotation signals output by the two first output ends include a first steering wheel torque signal and a second steering wheel torque signal; adjusting the steering control strategy of the vehicle according to the fault level includes: if the fault level is level L1, and the fault source is one of the first steering wheel torque signal and the second steering wheel torque signal, then the first main controller performs road feel feedback control on the steering wheel according to the other of the first steering wheel torque signal and the second steering wheel torque signal; if the fault level is level H1, and the fault source is the first steering wheel torque signal and the second steering wheel torque signal, then the first main controller performs road feel feedback control on the steering wheel according to the mechanical friction torque.

[0009] In a possible implementation, the steering wheel rotation signals output by the two first output ends include a first steering wheel angle signal and a second steering wheel angle signal; adjusting the steering control strategy of the vehicle according to the fault level includes: if the fault level is level L1, the fault source is one of the first steering wheel angle signal and the second steering wheel angle signal, the first main controller generates the rack position signal according to the other of the first steering wheel angle signal and the second steering wheel angle signal, and sends the rack position signal to the second main controller, so that the second main controller performs steering control on the vehicle according to the rack position signal; if the fault level is level H1, the fault source is the first steering wheel angle signal and the second steering wheel angle signal, the first main controller generates the rack position signal according to the steering wheel angle signal collected by the combination switch assembly sensor, and sends the rack position signal to the second main controller, so that the second main controller performs steering control on the vehicle according to the rack position signal.

[0010] In one possible implementation, adjusting the steering control strategy of the vehicle according to the fault level includes: if the fault level is level L2, the first sub-controller performs road feel feedback control on the steering wheel, and sends the rack position signal to the second main controller, so that the second main controller performs steering control on the vehicle according to the rack position signal; if the fault level is level H2, the second main controller obtains the rack position signal based on the steering wheel angle signal collected by the combination switch assembly sensor, and performs steering control on the vehicle according to the rack position signal.

[0011] In a possible implementation, adjusting the steering control strategy of the vehicle according to the fault level includes: if the fault level is level L3, the second main controller controls the steering of the vehicle according to the rack position signal sent by the first main controller.

[0012] In a possible implementation, adjusting the steering control strategy of the vehicle according to the fault level includes: if the fault level is level L4, the second sub-controller controls the steering of the vehicle according to the rack position signal sent by the first main controller.

[0013] In one possible implementation, adjusting the steering control strategy of the vehicle according to the fault level includes: if the fault level is level L5, the auxiliary power supply supplies power to the first main electronic control assembly, the first auxiliary electronic control assembly, the second main electronic control assembly and the second auxiliary electronic control assembly; and, the second main controller controls the steering of the vehicle according to the rack position signal sent by the first main controller.

[0014] In a possible implementation, adjusting the steering control strategy of the vehicle according to the fault level includes: if the fault level is level H3 or level H4, the braking system performs braking control on some wheels to make the vehicle enter a safe area and stop.

[0015] In one possible implementation, limiting the vehicle's driving speed according to the fault level includes: if the fault level is any one of level L1 to level L5, reducing the upper limit value of the driving speed to a first threshold value; if the fault level is any one of level H1 to level H4, reducing the upper limit value of the driving speed to a second threshold value; wherein the second threshold value < the first threshold value < the upper limit value of the driving speed.

[0016] In one possible implementation, after determining the fault level of the steering-by-wire system based on the identity identifier and the fault source, the vehicle control method further includes: if the fault level is any one of level L1 to level L5, outputting a first prompt message indicating a minor fault of the steering-by-wire system; if the fault level is any one of level H1 to level H4, outputting a second prompt message indicating a severe fault of the steering-by-wire system.

[0017] In a second aspect, a vehicle control device is provided, which is configured for a vehicle having a steer-by-wire system, wherein the steer-by-wire system includes a feel simulator, a steering actuator, and at least two power supply assemblies, wherein the at least two power supply assemblies are both powered by the feel simulator and the steering actuator; the feel simulator includes at least two first electronic control assemblies, the steering actuator includes at least two second electronic control assemblies, and one of the at least two second electronic control assemblies can perform steering control on the vehicle according to a rack position signal sent by one of the at least two first electronic control assemblies;

[0018] The vehicle control device comprises:

[0019] a fault determination module, configured to determine an identity of the target assembly and a fault source in the target assembly when a fault occurs in the at least two power supply assemblies, the at least two first electronic control assemblies, and the at least two second electronic control assemblies; wherein the identity is used to indicate whether the target assembly is a main assembly or a secondary assembly;

[0020] a level identification module, configured to determine a fault level of the steer-by-wire system according to the identity identifier and the fault source;

[0021] A first control module, configured to adjust a steering control strategy of the vehicle according to the fault level;

[0022] The second control module is used to limit the driving speed of the vehicle according to the fault level.

[0023] In a possible implementation, if the first electronic control assembly includes a first main electronic control assembly and a first auxiliary electronic control assembly, the first main electronic control assembly includes a first main controller and a first data acquisition module, the first auxiliary electronic control assembly includes a first auxiliary controller, and the first data acquisition module has two first output ends and two second output ends, and the two first output ends and the two second output ends are both used to output steering wheel rotation signals; the first main controller is connected to the first auxiliary controller, the first main controller is respectively connected to the two first output ends, and the first auxiliary controller is respectively connected to the two second output ends; if the second electronic control assembly includes a second main electronic control assembly and a second auxiliary electronic control assembly, the second main electronic control assembly includes a second main controller and a second data acquisition module for collecting steering actuator angle signals , the second sub-electronic control assembly includes a second sub-controller, the second main controller is connected to the second sub-controller, and the second data acquisition module is connected to the second main controller and the second sub-controller respectively; if the power supply assembly includes a main power supply assembly and a sub-power supply assembly, the main power supply assembly includes a main power supply, and the sub-power supply assembly includes a sub-power supply, the power supply and the sub-power supply are both connected to the first main controller, the first sub-controller, the second main controller and the second sub-controller, and the first main controller and the first sub-controller are both connected to the second main controller and the second sub-controller; one of the second main controller and the second sub-controller can perform steering control on the vehicle according to the rack position signal sent by one of the first main controller and the first sub-controller;

[0024] The level identification module is specifically used for: if the identity identifier indicates that the target assembly is the first main electronic control assembly, and the fault source is the steering wheel rotation signal output by one of the two first output terminals, determining that the fault level is level L1; if the identity identifier indicates that the target assembly is the first main electronic control assembly, and the fault source is the steering wheel rotation signal output by the two first output terminals, determining that the fault level is level H1; if the identity identifier indicates that the target assembly is the first main electronic control assembly, and the fault source is the first main controller, determining that the fault level is level L2; if the identity identifier indicates that the target assembly includes the first main electronic control assembly and the first auxiliary electronic control assembly, and the fault source includes the first main controller and the first auxiliary controller, determining that the fault level is level H2; if the identity identifier indicates that the target assembly is the second main electronic control assembly, and the fault source is the second data acquisition module, determining The fault level is level L3; if the identity identifier indicates that the target assembly is the second main electronic control assembly and the fault source is the second main controller, the fault level is determined to be level L4; if the identity identifier indicates that the target assembly includes the second main electronic control assembly and the second auxiliary electronic control assembly, and the fault source includes the second main controller and the second auxiliary controller, the fault level is determined to be level H3; if the identity identifier indicates that the target assembly is the main power supply assembly and the fault source is the main power supply, the fault level is determined to be level L5; if the identity identifier indicates that the target assembly includes the main power supply assembly and the auxiliary power supply assembly, and the fault source includes the main power supply and the auxiliary power supply, the fault level is determined to be level H4; wherein, levels L1-L5 all belong to the first level, levels H1-H4 all belong to the second level, and the fault degree corresponding to the second level is higher than the fault degree corresponding to the first level.

[0025] In a possible implementation, the steering wheel rotation signals outputted by the two first output ends include a first steering wheel torque signal and a second steering wheel torque signal; the steering wheel rotation signals outputted by the two first output ends include a first steering wheel torque signal and a second steering wheel torque signal; the first control module includes:

[0026] The first adjustment unit is used for: if the fault level is level L1 and the fault source is one of the first steering wheel torque signal and the second steering wheel torque signal, the first main controller performs road feel feedback control on the steering wheel according to the other of the first steering wheel torque signal and the second steering wheel torque signal; if the fault level is level H1 and the fault source is the first steering wheel torque signal and the second steering wheel torque signal, the first main controller performs road feel feedback control on the steering wheel according to the mechanical friction torque.

[0027] In a possible implementation, the steering wheel rotation signals output by the two first output ends include a first steering wheel angle signal and a second steering wheel angle signal; and the first control module includes:

[0028] The second adjustment unit is used for, if the fault level is level L1, the fault source is one of the first steering wheel angle signal and the second steering wheel angle signal, the first main controller generates the rack position signal according to the other of the first steering wheel angle signal and the second steering wheel angle signal, and sends the rack position signal to the second main controller, so that the second main controller controls the steering of the vehicle according to the rack position signal; if the fault level is level H1, the fault source is the first steering wheel angle signal and the second steering wheel angle signal, the first main controller generates the rack position signal according to the steering wheel angle signal collected by the combination switch assembly sensor, and sends the rack position signal to the second main controller, so that the second main controller controls the steering of the vehicle according to the rack position signal.

[0029] In a possible implementation, the first control module includes:

[0030] a third adjustment unit, for: if the fault level is level L2, the first sub-controller performs road feel feedback control on the steering wheel, and sends the rack position signal to the second main controller, so that the second main controller performs steering control on the vehicle according to the rack position signal; if the fault level is level H2, the second main controller obtains the rack position signal according to the steering wheel angle signal collected by the combination switch assembly sensor, and performs steering control on the vehicle according to the rack position signal.

[0031] In a possible implementation, the first control module includes:

[0032] The fourth adjustment unit is used for, if the fault level is level L3, allowing the second main controller to perform steering control on the vehicle according to the rack position signal sent by the first main controller.

[0033] In a possible implementation, the first control module includes:

[0034] The fifth adjustment unit is used to control the steering of the vehicle by the second sub-controller according to the rack position signal sent by the first main controller if the fault level is level L4.

[0035] In a possible implementation, the first control module includes:

[0036] The sixth adjustment unit is used for, if the fault level is level L5, supplying power to the first main electronic control assembly, the first auxiliary electronic control assembly, the second main electronic control assembly and the second auxiliary electronic control assembly by the auxiliary power supply; and, for the second main controller to control the steering of the vehicle according to the rack position signal sent by the first main controller.

[0037] In a possible implementation, the first control module includes:

[0038] The seventh adjustment unit is used for, if the fault level is level H3 or level H4, controlling the braking system to brake some wheels so as to drive the vehicle into a safe area and stop.

[0039] In the event of a steer-by-wire system failure, steering of the vehicle is controlled according to degraded steering control strategies corresponding to different fault levels, so that the vehicle still has a certain steering capability and avoids loss of control. In addition, the degraded steering control strategies corresponding to different fault levels can cope with different fault conditions of the steer-by-wire system, thereby improving the vehicle's ability to cope with steer-by-wire system failures.

[0040] In one possible implementation, the second control module is specifically used to: if the fault level is any one of level L1 to level L5, reduce the upper limit value of the driving speed to a first threshold value; if the fault level is any one of level H1 to level H4, reduce the upper limit value of the driving speed to a second threshold value; wherein, the second threshold value < the first threshold value < the upper limit value of the driving speed, thereby achieving speed limiting of the vehicle in the event of a fault in the wire steering system, which is beneficial to providing the user with sufficient reaction time to control the vehicle according to his or her own intentions.

[0041] In a possible implementation, the vehicle control device further includes:

[0042] The fault prompt unit is used to output a first prompt message indicating a minor fault of the steer-by-wire system if the fault level is any one of level L1 to level L5; and to output a second prompt message indicating a major fault of the steer-by-wire system if the fault level is any one of level H1 to level H4. In the case of a fault in the steer-by-wire system, the present application prompts the fault level of the steer-by-wire system, which helps the user to take reasonable actions to control the vehicle in combination with the prompt.

[0043] In a third aspect, a vehicle is provided, comprising a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, so that the vehicle executes the vehicle control method in the first aspect or any possible implementation of the first aspect.

[0044] In a fourth aspect, a computer program product is provided, which includes: a computer program code, which, when executed on a computer, enables the computer to execute the vehicle control method in the above-mentioned first aspect or any possible implementation of the first aspect.

[0045] In a fifth aspect, a computer-readable storage medium is provided, which stores a computer program code. When the computer program code runs on a computer, the computer executes the vehicle control method in the above-mentioned first aspect or any possible implementation of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] Figure 1 A schematic flow chart of a vehicle control method provided in an embodiment of the present application is shown;

[0047] Figure 2 An exemplary system architecture diagram of a steer-by-wire system provided by an embodiment of the present application is shown;

[0048] Figure 3 Another exemplary system architecture diagram of the steer-by-wire system provided by an embodiment of the present application is shown;

[0049] Figure 4 A schematic diagram showing a fault prompt and a speed limit prompt in an embodiment of the present application is shown;

[0050] Figure 5 A schematic structural diagram of a vehicle control device provided in an embodiment of the present application is shown;

[0051] Figure 6 A schematic structural diagram of a vehicle provided in an embodiment of the present application is shown. DETAILED DESCRIPTION

[0052] The technical solution in the present application will be described clearly and in detail below in conjunction with the accompanying drawings. In the description of the embodiments of the present application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, "multiple" means two or more than two.

[0053] In the following, the terms "first" and "second" are used for descriptive purposes only and are not to be understood as suggesting or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0054] The double helix upward trend of vehicle electrification and intelligence will lead the development direction of the future vehicle industry. Electrification provides a strong basic support for intelligence, and intelligence in turn promotes the further development of electrification. The intelligence of the chassis, especially the application of wire-controlled steering technology, compared with the traditional mechanical steering system, the wire-controlled steering system cancels the mechanical connection part of the traditional mechanical steering system in terms of mechanical structure, and adopts electronic signal drive controller in the working principle to control the steering of the vehicle. Therefore, the system composition of the wire-controlled steering system and the traditional mechanical steering system has also undergone major changes. The wire-controlled steering system is mainly composed of steering wheel angle and torque sensors, steering feedback actuators and their control units, steering actuators and their control units, etc., and relies more on sensors and various control units to complete the work through electrical signal interaction. Therefore, the wire-controlled steering system usually needs to ensure sufficient power supply during operation, normal communication between sensors and various controllers, fast sensor response speed and accurate calculation. Since the wire-controlled steering system relies on signal interaction between sensors and controllers to complete its work, it also brings new challenges, especially when the wire-controlled steering system fails, how to ensure the safety and controllability of the wire-controlled steering system has become a technical problem that needs to be solved urgently.

[0055] Based on the above problems, the embodiments of the present application provide a vehicle control method, a vehicle and a computer-readable storage medium. The present application provides a redundant design for the electronic components and data output terminals of the sensor in the vehicle's wire-controlled steering system. The redundant design enables the wire-controlled steering system to have not only a normal steering control strategy under the normal system state (system non-fault state), but also a variety of degraded steering control strategies under the system fault state, thereby adding a fault-tolerant mechanism to the wire-controlled steering system. The wire-controlled steering system can detect whether its own electronic hardware module, communication and received data signal have failed through self-checking to determine whether the wire-controlled steering system has failed, and perform fault classification according to the degree of the fault to obtain the fault level, and then select a suitable degraded steering control strategy and limit the speed of the vehicle according to the fault level, so as to ensure that when the wire-controlled steering system fails, the wire-controlled steering system can execute the degraded steering control strategy corresponding to the fault level, so that the user can still control the vehicle, thereby avoiding the occurrence of vehicle loss of control, which is conducive to improving the safety and reliability of the wire-controlled steering system.

[0056] The following is an embodiment of a vehicle control method provided in this application specification.

[0057] Figure 1 A schematic flow chart of a vehicle control method provided by an embodiment of the present application is shown, such as Figure 1 As shown, the vehicle control method provided in the embodiment of the present application is applied to a vehicle with a wire-controlled steering system, such as Figure 2 As shown, Figure 2 An exemplary system architecture diagram of a steer-by-wire system provided in an embodiment of the present application is shown. The steer-by-wire system 300 includes a feel simulator 110, a steering actuator 120, and a power supply assembly 130. The feel simulator 110 includes a first electronic control assembly, a feel motor, a steering wheel, a steering column, and other mechanical structures on the steering wheel side. The first electronic control assembly includes N pieces, and any one of the N first electronic control assemblies can control the feel motor, thereby achieving power assistance and road feel simulation for the steering wheel. The steering actuator 120 includes a second electronic control assembly, a steering actuator motor, a rack-and-pinion mechanism, and other mechanical structures on the steering actuator side. The second electronic control assembly includes N pieces, and any one of the N second electronic control assemblies can control the steering actuator motor. The steering actuator motor drives the rack in the rack-and-pinion mechanism to move, and the rack movement drives the steering wheel to steer, thereby achieving vehicle steering control. Wherein, N is a positive number greater than or equal to 2, Figure 2 Not shown are the hand feel motor, steering wheel, steering column and other mechanical structures on the steering wheel side, as well as the steering actuator motor, rack and pinion mechanism and other mechanical structures on the steering actuator side.

[0058] The power supply assembly 130 includes N power supply assemblies, and the N power supply assemblies all supply power to the hand feel simulator 110 and the steering actuator 120, that is, the N power supply assemblies all supply power to the N first electric control assemblies and the N second electric control assemblies. Since the power supply assembly, the first electric control assembly, and the second electric control assembly all include N, that is, the power supply assembly, the first electric control assembly, and the second electric control assembly are all redundantly designed, one of the N power supply assemblies is the main power supply assembly, and the other power supply assemblies are redundant power supply assemblies (also called auxiliary power supply assemblies); one of the N first electric control assemblies is the first main electric control assembly, and the other first electric control assemblies are redundant first electric control assemblies (also called first auxiliary electric control assemblies); one of the N second electric control assemblies is the second main electric control assembly, and the other second electric control assemblies are redundant second electric control assemblies (also called second auxiliary electric control assemblies).

[0059] Each of the N first electronic control assemblies is connected to the N second electronic control assemblies, and one of the N second electronic control assemblies can perform steering control on the vehicle according to the rack position signal sent by one of the N first electronic control assemblies. For example, N=2, the first second electronic control assembly can perform steering control on the vehicle according to the rack position signal sent by the first first electronic control assembly, the first second electronic control assembly can perform steering control on the vehicle according to the rack position signal sent by the second first electronic control assembly, the second second electronic control assembly can perform steering control on the vehicle according to the rack position signal sent by the first first electronic control assembly, and the second second electronic control assembly can perform steering control on the vehicle according to the rack position signal sent by the second first electronic control assembly.

[0060] The above vehicle control method includes the following schemes:

[0061] S210: When a target assembly has a fault among the at least two power supply assemblies, the at least two first electronic control assemblies, and the at least two second electronic control assemblies, determine an identity of the target assembly and a fault source in the target assembly.

[0062] S220: determining a fault level of the steer-by-wire system according to the identity identifier and the fault source;

[0063] S230: Adjusting the steering control strategy of the vehicle according to the fault level, and limiting the driving speed of the vehicle according to the fault level.

[0064] In an exemplary embodiment, during the operation of the vehicle and during the inactivity of the vehicle, a fault diagnosis tool of the steer-by-wire system is used to detect whether the steer-by-wire system fails. The steer-by-wire system fault mentioned in the implementation of this application refers to a steer-by-wire system fault caused by at least one fault in the electronic hardware module, communication and data signal in the steer-by-wire system. By detecting whether there is a faulty assembly among N power assemblies, N first electronic control assemblies and N second electronic control assemblies, it is determined whether the steer-by-wire system fails. If it is detected that there is no faulty assembly among the N power assemblies, N first electronic control assemblies and N second electronic control assemblies, it means that the steer-by-wire system has not failed; if it is detected that there is a faulty assembly among the N power assemblies, N first electronic control assemblies and N second electronic control assemblies, it means that the steer-by-wire system has failed, and then the faulty assembly is further located to obtain a target assembly. Among them, the target assembly includes at least one of the N power assemblies, N first electronic control assemblies and N second electronic control assemblies.

[0065] After obtaining the target assembly, the identity of the target assembly is identified, and the source of the fault that caused the target assembly to fail is located. The identity is used to indicate whether the target assembly is a primary assembly or a secondary assembly (also called a redundant assembly); the source of the fault includes a faulty electronic hardware module and / or a failed data signal (also called a faulty data signal), that is, the cause of the target assembly failure includes hardware-level factors and / or data-level factors.

[0066] After obtaining the identity of the target assembly and the source of the fault in the target assembly, the fault of the steer-by-wire system is graded according to the identity and the source of the fault, and the fault level of the steer-by-wire system is obtained. The steering control strategy of the vehicle is then adjusted according to the fault level, and the driving speed of the vehicle is limited according to the fault level.

[0067] Among them, multiple degraded steering control strategies are set in advance, each degraded steering control strategy corresponds to a preset fault level. Adjusting the steering control strategy of the vehicle according to the fault level can be understood as obtaining the degraded steering control strategy corresponding to the preset fault level that is the same as the fault level, obtaining the target degraded steering control strategy, switching the normal steering control strategy to the target degraded steering control strategy, thereby adjusting the steering control strategy of the vehicle according to the fault level, and subsequently steering the vehicle according to the target degraded steering control strategy. Limiting the vehicle's driving speed according to the fault level can be understood as reducing the vehicle's maximum speed. After limiting the vehicle's driving speed, the speed corresponding to the same throttle opening is less than the speed corresponding to the same throttle opening before limiting the vehicle's driving speed. By limiting the vehicle's driving speed, it can ensure that the user has sufficient time to make a correct judgment and control the vehicle in the event of a fault in the wire control steering system.

[0068] The present application designs a redundant steer-by-wire system for a vehicle. When it is determined that a fault occurs in the steer-by-wire system, a fault handling mechanism is immediately triggered to first locate the fault condition, then classify the fault based on the fault condition to obtain a fault level, and then adjust the steering control strategy of the steer-by-wire system for the vehicle according to the fault level and limit the speed of the vehicle according to the fault level, to ensure that when the steer-by-wire system fails, the steer-by-wire system can still control the vehicle by executing the steering control strategy corresponding to the fault level, thereby avoiding the occurrence of vehicle loss of control. This not only improves the controllability, safety and reliability of the steer-by-wire system fault, but also enhances the user's driving experience, driving confidence and trust in the steer-by-wire system.

[0069] The following is a detailed description of the wire control steering system provided in the embodiment of the present application. Figure 3 As shown, Figure 3 Another exemplary system architecture diagram of the wire-controlled steering system provided by the embodiment of the present application is shown. In the case of N=2, the two first electronic control assemblies in the wire-controlled steering system 100 are respectively the first main electronic control assembly and the first auxiliary electronic control assembly, the two second electronic control assemblies are respectively the second main electronic control assembly and the second auxiliary electronic control assembly, and the two power assemblies are respectively the main power assembly and the auxiliary power assembly.

[0070] The first main electric control assembly includes a first main controller and a first data acquisition module, the first sub-electric control assembly includes a first sub-controller, and the first data acquisition module has two first output ends and two second output ends, and the two first output ends and the two second output ends are both used to output steering wheel rotation signals, that is, the first data acquisition module is used to collect steering wheel rotation signals. The steering wheel rotation signal includes a steering wheel angle signal and / or a steering wheel torque signal. For example, the steering wheel rotation signal includes a steering wheel angle signal and a steering wheel torque signal, and the first data acquisition module is a torque angle sensor.

[0071] The first main controller is connected to the first sub-controller, the first main controller is connected to the two first output ends respectively, and the first sub-controller is connected to the two second output ends respectively. Figure 3As shown, when the steering wheel rotation signal includes a steering wheel angle signal and a steering wheel torque signal, the first output terminal of the first channel includes a sub-output terminal T1 and a sub-output terminal T2, the second first output terminal includes a sub-output terminal T3 and a sub-output terminal T4, the first second output terminal includes a sub-output terminal A1 and a sub-output terminal A2, the second second output terminal includes a sub-output terminal A3 and a sub-output terminal A4, the sub-output terminal T1, the sub-output terminal T2, the sub-output terminal A1 and the sub-output terminal A2 are connected to the first main controller, and the sub-output terminal T3, the sub-output terminal T4, the sub-output terminal A3 and the sub-output terminal A4 are connected to the first sub-controller. Sub-output terminals T1-T4 all output steering wheel torque signals, and sub-output terminals A1-A4 all output steering wheel angle signals, that is, the first main controller and the first sub-controller will both receive two steering wheel torque signals and two steering wheel angle signals, and the first main controller and the first sub-controller will interchangeably check the two steering wheel torque signals and interchangeably check the two steering wheel angle signals. After the verification is passed, any steering wheel torque signal and any steering wheel angle signal will be used for related control.

[0072] The second main electronic control assembly includes a second main controller and a second data acquisition module (such as an angle sensor) for collecting the steering actuator angle signal, the second auxiliary electronic control assembly includes a second auxiliary controller, the second main controller is connected to the second auxiliary controller, and the second data acquisition module is connected to the second main controller and the second auxiliary controller respectively. Figure 3 As shown, the second data acquisition module has four third output terminals, namely third output terminals B1-B4, the third output terminals B1 and B2 are connected to the second main controller, and the third output terminals B3 and B4 are connected to the second sub-controller, that is, the second main controller and the second main controller can both receive 2-way steering actuator angle signals, the second main controller and the second sub-controller will verify the 2-way steering actuator angle signals with each other, if the verification is passed, the motor sensor of the steering actuator motor is initialized through any steering actuator angle signal.

[0073] The main power supply and the auxiliary power supply are both connected to the first main controller, the first auxiliary controller, the second main controller and the second auxiliary controller, that is, the main power supply and the auxiliary power supply both supply power to the first main controller, the first auxiliary controller, the second main controller and the second auxiliary controller.

[0074] The first main controller and the first sub-controller are both connected to the second main controller and the second sub-controller, that is, the first main controller is connected to the second main controller and the second sub-controller respectively, and the first sub-controller is connected to the second main controller and the second sub-controller respectively. One of the first main controller and the first sub-controller generates a rack position signal according to the steering wheel angle signal, and one of the second main controller and the second sub-controller can perform steering control on the vehicle according to the rack position signal sent by the first main controller and the first sub-controller. For example, the second main controller performs steering control on the vehicle according to the rack position signal sent by the first main controller; the second main controller performs steering control on the vehicle according to the rack position signal sent by the first sub-controller; the second sub-controller performs steering control on the vehicle according to the rack position signal sent by the first main controller; the second sub-controller performs steering control on the vehicle according to the rack position signal sent by the first sub-controller.

[0075] In a possible implementation, determining the fault level of the steer-by-wire system according to the identity identifier and the fault source includes the following steps:

[0076] If the identity identifier indicates that the target assembly is the first main electronic control assembly, and the fault source is the steering wheel rotation signal output by one of the two first output terminals, the fault level is determined to be level L1;

[0077] If the identity identifier indicates that the target assembly is the first main electronic control assembly, and the fault source is the steering wheel rotation signal output by the two first output terminals, the fault level is determined to be level H1;

[0078] If the identity identifier indicates that the target assembly is the first main electronic control assembly and the fault source is the first main controller, the fault level is determined to be level L2;

[0079] If the identity identifier indicates that the target assembly includes the first main electronic control assembly and the first auxiliary electronic control assembly, and the fault source includes the first main controller and the first auxiliary controller, the fault level is determined to be level H2;

[0080] If the identity identifier indicates that the target assembly is the second main electronic control assembly and the fault source is the second data acquisition module, the fault level is determined to be level L3;

[0081] If the identity identifier indicates that the target assembly is the second main electric control assembly and the fault source is the second main controller, the fault level is determined to be level L4;

[0082] If the identity identifier indicates that the target assembly includes the second main electronic control assembly and the second auxiliary electronic control assembly, and the fault source includes the second main controller and the second auxiliary controller, the fault level is determined to be level H3;

[0083] If the identity mark indicates that the target assembly is the main power assembly and the fault source is the main power supply, the fault level is determined to be level L5;

[0084] If the identity identifier indicates that the target assembly includes a main power assembly and a secondary power assembly, and the fault source includes the main power supply and the secondary power supply, the fault level is determined to be level H4.

[0085] According to the identification and the fault source, the fault level of the steer-by-wire system is determined, which is specifically represented by Table 1. Table 1 is as follows:

[0086] Table 1

[0087]

[0088]

[0089] Among them, level L1 to level L5 all belong to the first level, level H1 to level H4 all belong to the second level, and the fault degree corresponding to the second level is higher than the fault degree corresponding to the first level. For example, the first level indicates a slight fault in the steer-by-wire system, and the second level indicates a severe fault in the steer-by-wire system.

[0090] In a possible implementation, when the steering wheel rotation signals output from the two first output ends include a first steering wheel torque signal and a second steering wheel torque signal, the above-mentioned adjusting the steering control strategy of the vehicle according to the fault level includes the following steps:

[0091] In the case where the fault level is level L1, if the fault source is one of the first steering wheel torque signal and the second steering wheel torque signal, the normal steering control strategy is switched to the degraded steering control strategy corresponding to level L1, and the degraded steering control strategy corresponding to level L1 is: the first main controller performs road feel feedback control on the steering wheel according to the other of the first steering wheel torque signal and the second steering wheel torque signal, and records the DTC (Diagnostic Trouble Codes) of the faulty steering wheel torque signal. For example, if the fault source is the first steering wheel torque signal, the first main controller performs road feel feedback control on the steering wheel according to the second steering wheel torque signal, and records the DTC of the faulty first steering wheel torque signal.

[0092] In the case where the fault level is level H1, if the fault source is the first steering wheel torque signal and the second steering wheel torque signal, the normal steering control strategy is switched to the degraded steering control strategy corresponding to level H1, and the degraded steering control strategy corresponding to level H1 is: the first main controller performs road feel feedback control on the steering wheel according to the mechanical friction torque, and records the DTC of the faulty first steering wheel torque signal and the second steering wheel torque signal. Among them, the mechanical friction torque is the friction torque during the steering wheel rotation obtained and stored in advance. The first main controller performs road feel feedback control on the steering wheel according to the mechanical friction torque, which can be understood as the first main controller controlling the hand feel motor in the hand feel simulator to output the mechanical friction torque, and the hand feel motor outputting the mechanical friction torque is equivalent to applying a reverse torque to the steering wheel to prevent the user from turning the steering wheel, thereby providing road feel feedback. For example, when the user turns the steering wheel to the left, the first main controller controls the hand feel motor in the hand feel simulator to output the mechanical friction torque, thereby applying a torque to the steering wheel in the right direction to the steering wheel to prevent the user from turning the steering wheel to the left, thereby providing road feel feedback.

[0093] In a possible implementation, when the steering wheel rotation signals outputted from the two first output ends include a first steering wheel angle signal and a second steering wheel angle signal, the above-mentioned adjusting the steering control strategy of the vehicle according to the fault level includes the following steps:

[0094] In the case where the fault level is level L1, if the fault source is one of the first steering wheel angle signal and the second steering wheel angle signal, the normal steering control strategy is switched to the degraded steering control strategy corresponding to level L1, and the degraded steering control strategy corresponding to level L1 is: the first main controller generates a rack position signal according to the other of the first steering wheel angle signal and the second steering wheel angle signal, and sends the rack position signal to the second main controller, so that the second main controller performs steering control on the vehicle according to the rack position signal, and records the DTC of the steering wheel angle signal. For example, the fault source is the first steering wheel angle signal, the first main controller generates a rack position signal according to the second steering wheel angle signal, and sends the rack position signal to the second main controller, the second main controller performs steering control on the vehicle according to the rack position signal, and records the DTC of the first steering wheel angle signal.

[0095] In the case of a fault level of level H1, if the fault source is the first steering wheel angle signal and the second steering wheel angle signal, the normal steering control strategy is switched to a degraded steering control strategy corresponding to level H1, and the degraded steering control strategy corresponding to level H1 is: the first main controller generates a rack position signal according to the steering wheel angle signal collected by the combination switch assembly sensor, and sends the rack position signal to the second main controller, so that the second main controller controls the vehicle steering according to the rack position signal, and records the DTC of the first steering wheel angle signal and the second steering wheel angle signal. Among them, the combination switch assembly sensor can collect a variety of data signals, including the steering wheel angle signal, and the combination switch assembly sensor can be understood as a redundant backup of the first data acquisition module.

[0096] In a possible implementation, the above-mentioned adjusting the steering control strategy of the vehicle according to the fault level includes the following steps:

[0097] When the fault level is level L2, because the first main controller is faulty, the normal steering control strategy is switched to the degraded steering control strategy corresponding to level L2. The degraded steering control strategy corresponding to level L2 is: switching the first main controller to the first sub-controller, and the first sub-controller performs road feel feedback control on the steering wheel, and sends a rack position signal to the second main controller, so that the second main controller controls the steering of the vehicle according to the rack position signal, and records the DTC of the first main controller.

[0098] When the fault level is level H2, because the first main controller and the first sub-controller are faulty, the normal steering control strategy is switched to the degraded steering control strategy corresponding to level H2. The degraded steering control strategy corresponding to level H2 is: the second main controller obtains the rack position signal according to the steering wheel angle signal collected by the combination switch assembly sensor, and controls the steering of the vehicle according to the rack position signal, and records the DTC of the first main controller and the first sub-controller.

[0099] In a possible implementation, the above-mentioned adjusting the steering control strategy of the vehicle according to the fault level includes the following steps:

[0100] When the fault level is level L3, because the second data acquisition module fails, the steering actuator angle signal collected by the second data acquisition module is used to initialize the position of the motor sensor of the steering actuator motor, which will not affect the operation of the steering actuator. The normal steering control strategy is switched to the degraded steering control strategy corresponding to level L3. The degraded steering control strategy corresponding to level L3 is: the second main controller controls the steering of the vehicle according to the rack position signal sent by the first main controller, and the first main controller controls the steering wheel with road feel feedback, and records the DTC of the second data acquisition module.

[0101] In a possible implementation, the above-mentioned adjusting the steering control strategy of the vehicle according to the fault level includes the following steps:

[0102] When the fault level is level L4, due to the failure of the second main controller, the second main controller is switched to the second sub-controller, and the normal steering control strategy is switched to the degraded steering control strategy corresponding to level L4. The degraded steering control strategy corresponding to level L4 is: the second sub-controller controls the steering of the vehicle according to the rack position signal sent by the first main controller, and records the DTC of the second main controller.

[0103] In a possible implementation, the above-mentioned adjusting the steering control strategy of the vehicle according to the fault level includes the following steps:

[0104] When the fault level is level L5, because the main power supply fails, the main power supply is switched to the auxiliary power supply, and the normal steering control strategy is switched to the degraded steering control strategy corresponding to level L5. The degraded steering control strategy corresponding to level L5 is: the auxiliary power supply supplies power to the first main electronic control assembly, the first auxiliary electronic control assembly, the second main electronic control assembly and the second auxiliary electronic control assembly, and the second main controller controls the steering of the vehicle according to the rack position signal sent by the first main controller, the first main controller controls the steering wheel with road feel feedback, and records the DTC of the main power supply.

[0105] In a possible implementation, the above-mentioned adjusting the steering control strategy of the vehicle according to the fault level includes the following steps:

[0106] When the fault level is level H3, the steering actuator motor cannot be controlled because of the faults of the second main controller and the second sub-controller, that is, the wire-controlled steering system cannot control the vehicle steering, then the normal steering control strategy is switched to the degraded steering control strategy corresponding to level H3 and level H4. The degraded steering control strategy corresponding to level H3 and level H4 is: the braking system performs braking control on some wheels to make the vehicle enter a safe area and stop, and the DTC of the second main controller and the second sub-controller is recorded.

[0107] When the fault level is level H4, due to the failure of the main power supply and the auxiliary power supply, the electronic components in the wire steering system cannot work, and the steering actuator motor cannot control the movement of the rack, that is, the wire steering system cannot control the steering of the vehicle. The normal steering control strategy is switched to the degraded steering control strategy corresponding to level H3 and level H4, and the DTC of the main power supply and the auxiliary power supply failure is recorded.

[0108] For example, when the vehicle is traveling in a straight line, the normal steering control strategy is switched to a degraded steering control strategy corresponding to level H3 and level H4. If a safety area (such as an emergency parking lane) is detected on the right side of the road ahead, the vehicle needs to be guided to the emergency parking lane on the right and then stop. The braking control process for the wheels is as follows: the braking system controls the vehicle to decelerate, and then applies braking force to the left front wheel and the right front wheel. The braking force of the left front wheel is greater than that of the right front wheel, so as to control the direction of the front of the vehicle toward the emergency parking lane, and then gradually control the vehicle to enter the emergency parking lane and stop.

[0109] In the event of a steer-by-wire system failure, steering of the vehicle is controlled according to degraded steering control strategies corresponding to different fault levels, so that the vehicle still has a certain steering capability and avoids loss of control. In addition, the degraded steering control strategies corresponding to different fault levels can cope with different fault conditions of the steer-by-wire system, thereby improving the vehicle's ability to cope with steer-by-wire system failures.

[0110] In a possible implementation, limiting the driving speed of the vehicle according to the fault level includes the following steps:

[0111] If the fault level is any one of level L1 to level L5, the upper limit value of the driving speed is reduced to a first threshold value;

[0112] If the fault level is any one of level H1 to level H4, the upper limit value of the driving speed is reduced to the second threshold value.

[0113] Among them, the second threshold value < the first threshold value < the upper limit of the driving speed. The upper limit of the driving speed refers to the maximum speed of the vehicle when the wire steering system is not faulty, and is also the maximum speed of the vehicle when it leaves the factory. If the fault level is any one of level L1-level L5, that is, the fault level belongs to the first level, the upper limit of the driving speed is set to the first threshold value. For example, when the user steps on the accelerator pedal to the maximum opening, the driving speed of the vehicle is the first threshold value. If the fault level is any one of level H1-level H4, that is, the fault level belongs to the second level, the upper limit of the driving speed is set to the second threshold value. For example, when the user steps on the accelerator pedal to the maximum opening, the driving speed of the vehicle is the second threshold value. In the case of a fault in the wire steering system, the speed of the vehicle is limited, which is conducive to providing users with sufficient reaction time to control the vehicle according to their own intentions.

[0114] In a possible implementation, after determining the fault level of the steer-by-wire system according to the identity identifier and the fault source, the vehicle control method further includes the following steps:

[0115] If the fault level is any one of level L1 to level L5, outputting a first prompt message indicating a minor fault of the steer-by-wire system;

[0116] If the fault level is any one of level H1 to level H4, a second prompt message indicating a severe fault of the steer-by-wire system is output.

[0117] If the fault level is any one of level L1-level L5, that is, the fault level belongs to the first level, it means that the steer-by-wire system has a slight fault, and the first prompt information of the steer-by-wire system slight fault is output. If the fault level is any one of level H1-level H4, that is, the fault level belongs to the second level, it means that the steer-by-wire system has a severe fault, and the second prompt information of the severe fault of the steer-by-wire system is output, thereby prompting the user of the specific fault condition and speed limit condition of the steer-by-wire system.

[0118] The above speed limit and fault level prompts are shown in Table 2 and Figure 4 As shown, Figure 4 A schematic diagram showing a fault prompt and a speed limit prompt according to an embodiment of the present application is shown.

[0119] Table 2

[0120]

[0121] In the event of a malfunction of the wire steering system, the present application provides prompts of the vehicle's speed limit and the degree of malfunction of the wire steering system, thereby facilitating the user to take reasonable actions to control the vehicle in light of the prompts.

[0122] The following is an embodiment of the device of the present application, which can be used to execute the embodiment of the method of the present application. For details not disclosed in the embodiment of the device of the present application, please refer to the embodiment of the method of the present application.

[0123] Figure 5 A schematic diagram of the structure of a vehicle control device provided in an embodiment of the present application is shown. Figure 5 As shown, the vehicle control device 500 is configured in a vehicle with a wire-controlled steering system, wherein the wire-controlled steering system includes a hand feeling simulator, a steering actuator, and at least two power supply assemblies, wherein the at least two power supply assemblies are both used to supply power to the hand feeling simulator and the steering actuator; the hand feeling simulator includes at least two first electronic control assemblies, and the steering actuator includes at least two second electronic control assemblies, wherein one of the at least two second electronic control assemblies can perform steering control on the vehicle according to a rack position signal sent by one of the at least two first electronic control assemblies;

[0124] The vehicle control device 500 includes:

[0125] A fault determination module 510 is used to determine the identity of the target assembly and the source of the fault in the target assembly when there is a target assembly with a fault among the at least two power supply assemblies, the at least two first electronic control assemblies and the at least two second electronic control assemblies; wherein the identity is used to indicate whether the target assembly is a main assembly or a secondary assembly;

[0126] A level identification module 520, for determining a fault level of the steer-by-wire system according to the identity identifier and the fault source;

[0127] A first control module 530, configured to adjust a steering control strategy of the vehicle according to the fault level;

[0128] The second control module 540 is configured to limit the driving speed of the vehicle according to the fault level.

[0129] In a possible implementation, if the first electronic control assembly includes a first main electronic control assembly and a first auxiliary electronic control assembly, the first main electronic control assembly includes a first main controller and a first data acquisition module, the first auxiliary electronic control assembly includes a first auxiliary controller, and the first data acquisition module has two first output ends and two second output ends, and the two first output ends and the two second output ends are both used to output steering wheel rotation signals; the first main controller is connected to the first auxiliary controller, the first main controller is respectively connected to the two first output ends, and the first auxiliary controller is respectively connected to the two second output ends; if the second electronic control assembly includes a second main electronic control assembly and a second auxiliary electronic control assembly, the second main electronic control assembly includes a second main controller and a second data acquisition module for collecting steering actuator angle signals , the second sub-electronic control assembly includes a second sub-controller, the second main controller is connected to the second sub-controller, and the second data acquisition module is connected to the second main controller and the second sub-controller respectively; if the power supply assembly includes a main power supply assembly and a sub-power supply assembly, the main power supply assembly includes a main power supply, and the sub-power supply assembly includes a sub-power supply, the power supply and the sub-power supply are both connected to the first main controller, the first sub-controller, the second main controller and the second sub-controller, and the first main controller and the first sub-controller are both connected to the second main controller and the second sub-controller; one of the second main controller and the second sub-controller can perform steering control on the vehicle according to the rack position signal sent by one of the first main controller and the first sub-controller;

[0130] The level identification module 520 is specifically used for: if the identity identifier indicates that the target assembly is the first main electronic control assembly, and the fault source is the steering wheel rotation signal output by one of the two first output terminals, determining that the fault level is level L1; if the identity identifier indicates that the target assembly is the first main electronic control assembly, and the fault source is the steering wheel rotation signal output by the two first output terminals, determining that the fault level is level H1; if the identity identifier indicates that the target assembly is the first main electronic control assembly, and the fault source is the first main controller, determining that the fault level is level L2; if the identity identifier indicates that the target assembly includes the first main electronic control assembly and the first auxiliary electronic control assembly, and the fault source includes the first main controller and the first auxiliary controller, determining that the fault level is level H2; if the identity identifier indicates that the target assembly is the second main electronic control assembly, and the fault source is the second data acquisition module, The fault level is determined to be level L3; if the identity identifier indicates that the target assembly is the second main electric control assembly and the fault source is the second main controller, the fault level is determined to be level L4; if the identity identifier indicates that the target assembly includes the second main electric control assembly and the second auxiliary electric control assembly, and the fault source includes the second main controller and the second auxiliary controller, the fault level is determined to be level H3; if the identity identifier indicates that the target assembly is the main power supply assembly and the fault source is the main power supply, the fault level is determined to be level L5; if the identity identifier indicates that the target assembly includes the main power supply assembly and the auxiliary power supply assembly, and the fault source includes the main power supply and the auxiliary power supply, the fault level is determined to be level H4; wherein, levels L1-L5 all belong to the first level, levels H1-H4 all belong to the second level, and the fault degree corresponding to the second level is higher than the fault degree corresponding to the first level.

[0131] In a possible implementation, the steering wheel rotation signals outputted by the two first output terminals include a first steering wheel torque signal and a second steering wheel torque signal; the steering wheel rotation signals outputted by the two first output terminals include a first steering wheel torque signal and a second steering wheel torque signal; the first control module 530 includes:

[0132] The first adjustment unit is used for: if the fault level is level L1 and the fault source is one of the first steering wheel torque signal and the second steering wheel torque signal, the first main controller performs road feel feedback control on the steering wheel according to the other of the first steering wheel torque signal and the second steering wheel torque signal; if the fault level is level H1 and the fault source is the first steering wheel torque signal and the second steering wheel torque signal, the first main controller performs road feel feedback control on the steering wheel according to the mechanical friction torque.

[0133] In a possible implementation, the steering wheel rotation signals output by the two first output ends include a first steering wheel angle signal and a second steering wheel angle signal; the first control module 530 includes:

[0134] The second adjustment unit is used for, if the fault level is level L1, the fault source is one of the first steering wheel angle signal and the second steering wheel angle signal, the first main controller generates the rack position signal according to the other of the first steering wheel angle signal and the second steering wheel angle signal, and sends the rack position signal to the second main controller, so that the second main controller controls the steering of the vehicle according to the rack position signal; if the fault level is level H1, the fault source is the first steering wheel angle signal and the second steering wheel angle signal, the first main controller generates the rack position signal according to the steering wheel angle signal collected by the combination switch assembly sensor, and sends the rack position signal to the second main controller, so that the second main controller controls the steering of the vehicle according to the rack position signal.

[0135] In a possible implementation, the first control module 530 includes:

[0136] a third adjustment unit, for: if the fault level is level L2, the first sub-controller performs road feel feedback control on the steering wheel, and sends the rack position signal to the second main controller, so that the second main controller performs steering control on the vehicle according to the rack position signal; if the fault level is level H2, the second main controller obtains the rack position signal according to the steering wheel angle signal collected by the combination switch assembly sensor, and performs steering control on the vehicle according to the rack position signal.

[0137] In a possible implementation, the first control module 530 includes:

[0138] The fourth adjustment unit is used for, if the fault level is level L3, allowing the second main controller to perform steering control on the vehicle according to the rack position signal sent by the first main controller.

[0139] In a possible implementation, the first control module 530 includes:

[0140] The fifth adjustment unit is used to control the steering of the vehicle by the second sub-controller according to the rack position signal sent by the first main controller if the fault level is level L4.

[0141] In a possible implementation, the first control module 530 includes:

[0142] The sixth adjustment unit is used for, if the fault level is level L5, supplying power to the first main electronic control assembly, the first auxiliary electronic control assembly, the second main electronic control assembly and the second auxiliary electronic control assembly by the auxiliary power supply; and, for the second main controller to control the steering of the vehicle according to the rack position signal sent by the first main controller.

[0143] In a possible implementation, the first control module 530 includes:

[0144] The seventh adjustment unit is used for, if the fault level is level H3 or level H4, controlling the braking system to brake some wheels so as to drive the vehicle into a safe area and stop.

[0145] In one possible implementation, the second control module 540 is specifically used to: if the fault level is any one of level L1 to level L5, reduce the upper limit value of the driving speed to a first threshold value; if the fault level is any one of level H1 to level H4, reduce the upper limit value of the driving speed to a second threshold value; wherein the second threshold value < the first threshold value < the upper limit value of the driving speed.

[0146] In a possible implementation, the vehicle control device 500 further includes:

[0147] A fault prompt unit is used to output a first prompt message indicating a slight fault in the wire-controlled steering system if the fault level is any one of level L1 to level L5; and to output a second prompt message indicating a severe fault in the wire-controlled steering system if the fault level is any one of level H1 to level H4.

[0148] It should be noted that the vehicle control device provided in the above embodiment only uses the division of the above functional modules as an example when executing the vehicle control method. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above. In addition, the vehicle control device provided in the above embodiment belongs to the same concept as the vehicle control method embodiment. Therefore, for details not disclosed in the device embodiment of the present application, please refer to the above-mentioned vehicle control method embodiment of the present application, which will not be repeated here.

[0149] The serial numbers of the above-mentioned embodiments of the present application are for description only and do not represent the advantages or disadvantages of the embodiments.

[0150] Figure 6 A schematic diagram of the structure of a vehicle provided in an embodiment of the present application is shown. Figure 6 As shown, the vehicle 600 includes: a memory 601 and a processor 602, wherein the memory 601 stores an executable program code 6011, and the processor 602 is used to call and execute the executable program code 6011 to perform a vehicle control method.

[0151] In this embodiment, the functional modules of the vehicle can be divided according to the above method example. For example, each functional module can be corresponded, or two or more functions can be integrated into one processing module. The above integrated module can be implemented in the form of hardware. It should be noted that the division of modules in this embodiment is schematic and is only a logical function division. There may be other division methods in actual implementation.

[0152] In the case of dividing each functional module according to each function, the vehicle may include: a fault determination module, a level identification module, a first control module, a second control module, etc. It should be noted that all relevant contents of each step involved in the above method embodiment can be referred to the functional description of the corresponding functional module, which will not be repeated here.

[0153] The vehicle provided in this embodiment is used to execute the above-mentioned vehicle control method, and thus can achieve the same effect as the above-mentioned implementation method.

[0154] In the case of an integrated unit, the vehicle may include a processing module and a storage module. The processing module may be used to control and manage the actions of the vehicle. The storage module may be used to support the vehicle in executing relevant program codes and data.

[0155] The processing module may be a processor or a controller, which may implement or execute various exemplary logic blocks, modules and circuits described in conjunction with the disclosure of this application. The processor may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc. The storage module may be a memory.

[0156] This embodiment also provides a computer-readable storage medium, in which a computer program code is stored. When the computer program code is run on a computer, the computer executes the above-mentioned related method steps to implement a vehicle control method in the above-mentioned embodiment.

[0157] This embodiment also provides a computer program product. When the computer program product is run on a computer, the computer is caused to execute the above-mentioned related steps to implement a vehicle control method in the above-mentioned embodiment.

[0158] In addition, the vehicle provided in the embodiments of the present application may specifically be a chip, component or module, and the vehicle may include a connected processor and memory; wherein the memory is used to store instructions, and when the vehicle is running, the processor may call and execute instructions so that the chip executes a vehicle control method in the above embodiments.

[0159] Among them, the vehicle, computer-readable storage medium, computer program product or chip provided in this embodiment are all used to execute the corresponding vehicle control method provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding vehicle control method provided above, and will not be repeated here.

[0160] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0161] In the embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic, for example, the division of modules or units is only a logical function division, and there may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0162] The above contents are only specific implementation methods of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A vehicle control method, characterized in that: Applicable to a vehicle with a steer-by-wire system, the steer-by-wire system comprising a hand-feel simulator, a steering actuator and at least two power supply assemblies, the at least two power supply assemblies both supply power to the hand-feel simulator and the steering actuator; The hand feeling simulator includes at least two first electronic control assemblies, the steering actuator includes at least two second electronic control assemblies, and one of the at least two second electronic control assemblies can perform steering control on the vehicle according to a rack position signal sent by one of the at least two first electronic control assemblies; The vehicle control method comprises: In the case that a target assembly has a fault among the at least two power supply assemblies, the at least two first electronic control assemblies, and the at least two second electronic control assemblies, determining an identity of the target assembly and a source of the fault in the target assembly; wherein the identity is used to indicate whether the target assembly is a main assembly or a secondary assembly; determining a fault level of the steer-by-wire system according to the identity identifier and the fault source; The steering control strategy of the vehicle is adjusted according to the fault level, and the driving speed of the vehicle is limited according to the fault level.

2. The vehicle control method according to claim 1, characterized in that: If the first electronic control assembly includes a first main electronic control assembly and a first auxiliary electronic control assembly, the first main electronic control assembly includes a first main controller and a first data acquisition module, the first auxiliary electronic control assembly includes a first auxiliary controller, and the first data acquisition module has two first output ends and two second output ends, and the two first output ends and the two second output ends are both used to output steering wheel rotation signals; The first main controller is connected to the first sub-controller, the first main controller is connected to the two first output ends respectively, and the first sub-controller is connected to the two second output ends respectively; If the second electronic control assembly includes a second main electronic control assembly and a second auxiliary electronic control assembly, the second main electronic control assembly includes a second main controller and a second data acquisition module for acquiring a steering actuator angle signal, the second auxiliary electronic control assembly includes a second auxiliary controller, the second main controller is connected to the second auxiliary controller, and the second data acquisition module is connected to the second main controller and the second auxiliary controller respectively; If the power supply assembly includes a main power supply assembly and a secondary power supply assembly, the main power supply assembly includes a main power supply, the secondary power supply assembly includes a secondary power supply, the power supply and the secondary power supply are both connected to the first main controller, the first secondary controller, the second main controller and the second secondary controller, and the first main controller and the first secondary controller are both connected to the second main controller and the second secondary controller; One of the second main controller and the second sub-controller is capable of steering the vehicle according to the rack position signal sent by one of the first main controller and the first sub-controller; Determining the fault level of the steer-by-wire system according to the identity identifier and the fault source includes: If the identity identifier indicates that the target assembly is the first main electronic control assembly, and the fault source is a steering wheel rotation signal output by one of the two first output ends, the fault level is determined to be level L1; If the identity identifier indicates that the target assembly is the first main electronic control assembly, and the fault source is the steering wheel rotation signal output by the two first output ends, the fault level is determined to be level H1; If the identity identifier indicates that the target assembly is the first main electric control assembly, and the fault source is the first main controller, the fault level is determined to be level L2; If the identity identifier indicates that the target assembly includes the first main electronic control assembly and the first auxiliary electronic control assembly, and the fault source includes the first main controller and the first auxiliary controller, the fault level is determined to be level H2; If the identity identifier indicates that the target assembly is the second main electronic control assembly, and the fault source is the second data acquisition module, the fault level is determined to be level L3; If the identity identifier indicates that the target assembly is the second main electric control assembly, and the fault source is the second main controller, the fault level is determined to be level L4; If the identity identifier indicates that the target assembly includes the second main electronic control assembly and the second auxiliary electronic control assembly, and the fault source includes the second main controller and the second auxiliary controller, the fault level is determined to be level H3; If the identity identifier indicates that the target assembly is the main power assembly, and the fault source is the main power supply, the fault level is determined to be level L5; If the identity identifier indicates that the target assembly includes the main power assembly and the auxiliary power assembly, and the fault source includes the main power supply and the auxiliary power supply, the fault level is determined to be level H4; Among them, level L1 to level L5 all belong to the first level, level H1 to level H4 all belong to the second level, and the fault degree corresponding to the second level is higher than the fault degree corresponding to the first level.

3. The vehicle control method according to claim 2, characterized in that: The steering wheel rotation signals outputted from the two first output ends include a first steering wheel torque signal and a second steering wheel torque signal; The steering wheel rotation signals outputted from the two first output ends include a first steering wheel torque signal and a second steering wheel torque signal; The adjusting the steering control strategy of the vehicle according to the fault level comprises: If the fault level is level L1 and the fault source is one of the first steering wheel torque signal and the second steering wheel torque signal, the first main controller performs road feel feedback control on the steering wheel according to the other of the first steering wheel torque signal and the second steering wheel torque signal; If the fault level is level H1 and the fault source is the first steering wheel torque signal and the second steering wheel torque signal, the first main controller performs road feel feedback control on the steering wheel according to the mechanical friction torque.

4. The vehicle control method according to claim 2, characterized in that: The steering wheel rotation signals output by the two first output ends include a first steering wheel angle signal and a second steering wheel angle signal; The adjusting the steering control strategy of the vehicle according to the fault level comprises: If the fault level is level L1, and the fault source is one of the first steering wheel angle signal and the second steering wheel angle signal, the first main controller generates the rack position signal according to the other of the first steering wheel angle signal and the second steering wheel angle signal, and sends the rack position signal to the second main controller, so that the second main controller performs steering control on the vehicle according to the rack position signal; If the fault level is level H1, the fault sources are the first steering wheel angle signal and the second steering wheel angle signal, and the first main controller generates the rack position signal according to the steering wheel angle signal collected by the combination switch assembly sensor, and sends the rack position signal to the second main controller, so that the second main controller controls the steering of the vehicle according to the rack position signal.

5. The vehicle control method according to claim 2, characterized in that: The adjusting the steering control strategy of the vehicle according to the fault level comprises: If the fault level is level L2, the first sub-controller performs road sense feedback control on the steering wheel, and sends the rack position signal to the second main controller, so that the second main controller performs steering control on the vehicle according to the rack position signal; If the fault level is level H2, the second main controller obtains the rack position signal according to the steering wheel angle signal collected by the combination switch assembly sensor, and performs steering control on the vehicle according to the rack position signal.

6. The vehicle control method according to claim 2, characterized in that: The adjusting the steering control strategy of the vehicle according to the fault level comprises: If the fault level is level L3, the second main controller controls the steering of the vehicle according to the rack position signal sent by the first main controller.

7. The vehicle control method according to claim 2, characterized in that: The adjusting the steering control strategy of the vehicle according to the fault level comprises: If the fault level is level L4, the second sub-controller controls the steering of the vehicle according to the rack position signal sent by the first main controller.

8. The vehicle control method according to claim 2, characterized in that: The adjusting the steering control strategy of the vehicle according to the fault level comprises: If the fault level is level L5, the secondary power supply supplies power to the first main electric control assembly, the first secondary electric control assembly, the second main electric control assembly and the second secondary electric control assembly; And, the second main controller controls the steering of the vehicle according to the rack position signal sent by the first main controller.

9. The vehicle control method according to claim 2, characterized in that: The adjusting the steering control strategy of the vehicle according to the fault level comprises: If the fault level is level H3 or level H4, the braking system controls the braking of some wheels to drive the vehicle into a safe area and stop.

10. The vehicle control method according to any one of claims 2 to 9, characterized in that: The limiting the running speed of the vehicle according to the fault level comprises: If the fault level is any one of level L1 to level L5, lowering the upper limit of the driving speed to a first threshold; If the fault level is any one of level H1 to level H4, lowering the upper limit of the driving speed to a second threshold value; The second threshold value is less than the first threshold value and less than the upper limit of the driving speed.

11. The vehicle control method according to any one of claims 2 to 9, characterized in that: After determining the fault level of the steer-by-wire system according to the identity identifier and the fault source, the vehicle control method further includes: If the fault level is any one of level L1 to level L5, outputting first prompt information indicating a slight fault of the steer-by-wire system; If the fault level is any one of level H1 to level H4, a second prompt message indicating a severe fault of the steer-by-wire system is output.

12. A vehicle, characterized in that: The vehicle comprises: A memory for storing executable program codes; A processor is used to call and run the executable program code from the memory so that the vehicle executes the vehicle control method as described in any one of claims 1 to 11.

13. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is executed, the vehicle control method according to any one of claims 1 to 11 is implemented.

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