Vehicle control method, vehicle, and computer-readable storage medium

Abstract

The application provides a vehicle control method, a vehicle and a computer readable storage medium, and relates to the technical field of vehicle control. The method comprises the following steps: redundancy design is performed for a steer-by-wire system of a vehicle, in the case that it is determined that the steer-by-wire system fails, a fault handling mechanism is triggered immediately, a fault condition is located first, then the fault is classified into a fault level based on the fault condition, and then the steering control strategy of the steer-by-wire system for the vehicle is adjusted according to the fault level and the vehicle is speed-limited according to the fault level, so that when the steer-by-wire system fails, the steer-by-wire system executes the steering control strategy corresponding to the fault level, the user can still control the vehicle, the situation that the vehicle is out of control is avoided, the controllability, safety and reliability of the steer-by-wire system in the case of failure are improved, and the driving experience, driving confidence and trust 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 particularly, to a vehicle control method, a vehicle, and a computer-readable storage medium in the field of vehicle control technology. Background Art

[0002] The dual-spiral upward trend of vehicle electrification and intelligence will guide the future development of the automotive industry. Electrification provides a strong foundation for intelligence, while intelligence, in turn, promotes the further development of electrification. Chassis intelligence, particularly the application of steer-by-wire technology, eliminates the mechanical connections found in traditional mechanical steering systems. Instead, it uses electronic signals to drive a controller to control vehicle steering. Consequently, steer-by-wire systems differ significantly from traditional mechanical steering systems in terms of system architecture. They primarily consist of steering wheel angle and torque sensors, a steering feedback actuator and its control unit, and a steering actuator and its control unit. They rely heavily on the exchange of electrical signals between sensors and various control units to complete their operations. Therefore, steer-by-wire systems typically require sufficient power supply, proper communication between sensors and various controllers, fast sensor response, and accurate calculations. Because steer-by-wire systems rely on signal exchange between sensors and controllers to operate, they present new challenges. In particular, ensuring the safety and controllability of steer-by-wire systems in the event of a malfunction has become a pressing technical challenge. Summary of the Invention

[0003] The present application provides a vehicle control method, a vehicle, and a computer-readable storage medium. The present application implements a redundant design for the electronic components and sensor data outputs in the vehicle's steer-by-wire system. This redundant design enables the steer-by-wire system to not only have a normal steering control strategy under normal system conditions, but also multiple degraded steering control strategies under system failure conditions, thereby adding a fault-tolerance mechanism to the steer-by-wire system. The steer-by-wire system can self-check to determine whether its own electronic components, communications, and received data signals have failed, thereby determining whether a steer-by-wire system failure has occurred. The system then classifies the failure according to the severity of the failure to determine a fault level, and then selects an appropriate degraded steering control strategy and limits the vehicle's speed based on the fault level. This ensures that, in the event of a steer-by-wire system failure, the steer-by-wire system executes the degraded steering control strategy corresponding to the fault level, allowing the user to still control the vehicle. This prevents the vehicle from losing control and improves the safety and reliability of the steer-by-wire system.

[0004] In a first aspect, a vehicle control method is provided, which is applied to a vehicle having a steer-by-wire system, the steer-by-wire system comprising a feel simulator, a steering actuator, and at least two power assemblies, each of the at least two power assemblies supplying power to the feel simulator and the steering actuator; the feel simulator comprising at least two first electronic control assemblies, the steering actuator comprising at least two second electronic control assemblies, one of the at least two second electronic control assemblies being capable of steering the vehicle based on a rack position signal sent by one of the at least two first electronic control assemblies; the vehicle control method comprising: in the event that a fault occurs in a target assembly 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 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 based on the identity and the fault source; adjusting a steering control strategy of the vehicle based on the fault level, and limiting a driving speed of the vehicle based on the fault level.

[0005] Based on the above technical solution, the present application designs a redundant steer-by-wire system for the vehicle. When it is determined that a fault occurs in the steer-by-wire system, 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 enhances the user's driving experience, driving confidence and user trust in the steer-by-wire system.

[0006] In one 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 secondary electronic control assembly includes a second secondary controller, the second main controller is connected to the second secondary controller, and the second data acquisition module is connected to the second main controller and the second secondary 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 secondary controller can control the steering of the vehicle according to the rack position signal sent by one of the first main controller and the first secondary controller;

[0007] The method of 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 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.

[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 one 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 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, and 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, 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.

[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 controls the steering of 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 controls the steering of the vehicle according to the rack position signal.

[0011] In one 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 one 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 one 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 controls the braking of 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, lowering 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, lowering 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 wire-controlled steering 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 that the wire-controlled steering system has a minor fault; if the fault level is any one of level H1 to level H4, outputting a second prompt message indicating that the wire-controlled steering system has a severe fault.

[0017] In a second aspect, a vehicle control device is provided, configured for a vehicle having a steer-by-wire system. The steer-by-wire system includes a feel simulator, a steering actuator, and at least two power supply assemblies, each of the at least two power supply assemblies supplying 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. One of the at least two second electronic control assemblies is capable of controlling the steering of the vehicle based on a rack position signal transmitted by one of the at least two first electronic control assemblies.

[0018] The vehicle control device comprises:

[0019] a fault determination module, configured to, when a target assembly 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 has a fault, determine 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;

[0020] a level identification module, configured to determine a fault level of the steer-by-wire system based on 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] A second control module is configured to limit a driving speed of the vehicle according to the fault level.

[0023] In one 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 secondary electronic control assembly includes a second secondary controller, the second main controller is connected to the second secondary controller, and the second data acquisition module is connected to the second main controller and the second secondary 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 secondary controller can control the steering of the vehicle according to the rack position signal sent by one of the first main controller and the first secondary controller;

[0024] The level identification module is specifically used to: 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, determine 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, determine 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, determine 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, determine 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 second data acquisition module, determine 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 one possible implementation, the steering wheel rotation signals output 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 output by the two first output terminals include a first steering wheel torque signal and a second steering wheel torque signal; and the first control module includes:

[0026] The first adjustment unit is used to: 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.

[0027] In a possible implementation, the steering wheel rotation signals output by the two first output terminals 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 configured to: 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 controls the steering of the vehicle according to the rack position signal; if the fault level is level H1 and 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, configured to: if the fault level is level L2, cause the first sub-controller to perform road feel feedback control on the steering wheel, and send 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; and if the fault level is level H2, cause the second main controller to obtain the rack position signal based on the steering wheel angle signal collected by the combination switch assembly sensor, and control the steering of the vehicle according to the rack position signal.

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

[0032] The fourth adjustment unit is configured to, if the fault level is level L3, cause 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] a fifth adjustment unit, configured to, if the fault level is level L4, cause the second sub-controller to perform steering control on the vehicle according to the rack position signal sent by the first main controller.

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

[0036] a sixth adjustment unit, configured to: if the fault level is level L5, supply 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 to cause the second main controller to perform steering control on 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 configured to, if the fault level is level H3 or level H4, control the braking of some wheels by the braking system so as to drive the vehicle into a safe area and stop the vehicle.

[0039] In the event of a steer-by-wire system failure, the vehicle can be steered according to the degraded steering control strategy corresponding to different fault levels, so that the vehicle still has a certain steering ability and avoids loss of control. In addition, the degraded steering control strategy 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-controlled 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 configured to output a first prompt message indicating a minor fault in the steer-by-wire system if the fault level is any one of levels L1 through L5; and to output a second prompt message indicating a major fault in the steer-by-wire system if the fault level is any one of levels H1 through H4. In the event of a steer-by-wire system fault, this application provides a prompt indicating the severity of the fault, thereby facilitating the user's decision to take appropriate action regarding vehicle control based on the prompt.

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

[0044] In a fourth aspect, a computer program product is provided, which includes: computer program code, which, when running 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 according to 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 structural schematic diagram of a vehicle provided in an embodiment of the present application is shown. DETAILED DESCRIPTION

[0052] The following will clearly and thoroughly describe the technical solutions in this application in conjunction with the accompanying drawings. In the description of the embodiments of this 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 this application, "multiple" means two or more than two.

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

[0054] The dual-spiral upward trend of vehicle electrification and intelligence will guide the future development of the automotive industry. Electrification provides a strong foundation for intelligence, while intelligence, in turn, promotes the further development of electrification. Chassis intelligence, particularly the application of steer-by-wire technology, eliminates the mechanical connections found in traditional mechanical steering systems. Instead, it uses electronic signals to drive a controller to control vehicle steering. Consequently, steer-by-wire systems differ significantly from traditional mechanical steering systems in terms of system architecture. They primarily consist of steering wheel angle and torque sensors, a steering feedback actuator and its control unit, and a steering actuator and its control unit. They rely heavily on the exchange of electrical signals between sensors and various control units to complete their operations. Therefore, steer-by-wire systems typically require sufficient power supply, proper communication between sensors and various controllers, fast sensor response, and accurate calculations. Because steer-by-wire systems rely on signal exchange between sensors and controllers to operate, they present new challenges. In particular, ensuring the safety and controllability of steer-by-wire systems in the event of a malfunction has become a pressing technical challenge.

[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 implements a redundant design for the electronic components and data output terminals of the sensors in the vehicle's steer-by-wire system. The redundant design enables the steer-by-wire system to not only have a normal steering control strategy under a normal system state (system non-faulty state), but also have multiple degraded steering control strategies under a system fault state, thereby adding a fault-tolerance mechanism to the steer-by-wire system. The steer-by-wire system can detect whether its own electronic hardware modules, communications, and received data signals have failed through self-testing to determine whether the steer-by-wire system has failed. The fault is graded according to the severity of the fault to obtain a fault level, and then an appropriate degraded steering control strategy is selected and the vehicle speed is limited according to the fault level. This ensures that when the steer-by-wire system fails, the steer-by-wire system executes the degraded steering control strategy corresponding to the fault level, allowing the user to still control the vehicle, thereby avoiding the occurrence of vehicle loss of control, which is beneficial to improving the safety and reliability of the steer-by-wire 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 in an embodiment of the present application is shown. Figure 1 As shown, the vehicle control method provided in the embodiment of the present application is applied to a vehicle with a steer-by-wire 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, and any one of the N first electronic control assemblies can control the feel motor, thereby achieving power assistance and road feel simulation of 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, 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, that is, to achieve 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, each of which supplies power to the feel simulator 110 and the steering actuator 120. That is, each of the N power supply assemblies supplies power to the N first electronic control assemblies and the N second electronic control assemblies. Since each of the power supply assemblies, the first electronic control assemblies, and the second electronic control assemblies includes N, that is, each of the power supply assemblies, the first electronic control assemblies, and the second electronic control assemblies is redundantly designed. One of the N power supply assemblies serves as the main power supply assembly, and the others serve as redundant power supply assemblies (also known as secondary power supply assemblies). One of the N first electronic control assemblies serves as the first main electronic control assembly, and the others serve as redundant first electronic control assemblies (also known as first secondary electronic control assemblies). One of the N second electronic control assemblies serves as the second main electronic control assembly, and the others serve as redundant second electronic control assemblies (also known as second secondary electronic control assemblies).

[0059] Each of the N first electronic control assemblies is connected to N second electronic control assemblies, and one of the N second electronic control assemblies can steer the vehicle based on a rack position signal sent by one of the N first electronic control assemblies. For example, if N = 2, the first second electronic control assembly can steer the vehicle based on a rack position signal sent by the first first electronic control assembly, the first second electronic control assembly can steer the vehicle based on a rack position signal sent by the second first electronic control assembly, the second second electronic control assembly can steer the vehicle based on a rack position signal sent by the first first electronic control assembly, and the second second electronic control assembly can steer the vehicle based on a 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: Determine a fault level of the steer-by-wire system based on the identification and the fault source;

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

[0064] In one exemplary embodiment, a steer-by-wire system fault diagnostic tool is used to detect whether a steer-by-wire system fault has occurred during vehicle operation and when the vehicle is idle. A steer-by-wire system fault referred to in this application refers to a steer-by-wire system fault caused by a fault in at least one of the electronic hardware modules, communications, or data signals within the steer-by-wire system. The steer-by-wire system fault is determined by detecting whether any of the N power assemblies, N first electronic control assemblies, and N second electronic control assemblies has a fault. If no fault is detected among the N power assemblies, N first electronic control assemblies, and N second electronic control assemblies, the steer-by-wire system is not faulty. If any fault is detected among the N power assemblies, N first electronic control assemblies, and N second electronic control assemblies, the steer-by-wire system is faulty. The faulty assembly is then located to obtain a target assembly. 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 target assembly's identity is identified, and the source of the fault that caused the target assembly to fail is located. The identity indicates whether the target assembly is a primary assembly or a secondary assembly (also known as a redundant assembly). The source of the fault includes a faulty electronic hardware module and / or a failed data signal (also known as a faulty data signal). This means that the cause of the target assembly failure may be 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 wire-controlled steering system is classified into levels according to the identity and the source of the fault, and the fault level of the wire-controlled steering system is obtained. Then, the steering control strategy of the vehicle is adjusted according to the fault level, and the vehicle's driving speed is limited according to the fault level.

[0067] Among them, multiple degraded steering control strategies are set in advance, and each degraded steering control strategy corresponds to a preset fault level. Adjusting the vehicle's steering control strategy 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 vehicle's steering control strategy according to the fault level, and subsequently steering the vehicle according to the target degraded steering control strategy. Limiting the vehicle's speed according to the fault level can be understood as reducing the vehicle's maximum speed. After limiting the vehicle's 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 speed. By limiting the vehicle's speed, it can be ensured that the user has sufficient time to make correct judgments and control the vehicle in the event of a fault in the wire steering system.

[0068] The present application implements a redundant design for the vehicle's steer-by-wire system. When it is determined that a fault occurs in the steer-by-wire system, a 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 a fault occurs in the steer-by-wire system, 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 a steer-by-wire system provided by an embodiment of the present application is shown. In the case of N=2, the two first electronic control assemblies in steer-by-wire system 100 are a first main electronic control assembly and a first auxiliary electronic control assembly, the two second electronic control assemblies are a second main electronic control assembly and a second auxiliary electronic control assembly, and the two power assemblies are a main power assembly and an auxiliary power assembly.

[0070] 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. The first data acquisition module has two first output terminals and two second output terminals. Both the two first output terminals and the two second output terminals are 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 end of the first channel includes a sub-output end T1 and a sub-output end T2, the second first output end includes a sub-output end T3 and a sub-output end T4, the first second output end includes a sub-output end A1 and a sub-output end A2, the second second output end includes a sub-output end A3 and a sub-output end A4, the sub-output end T1, the sub-output end T2, the sub-output end A1 and the sub-output end A2 are connected to the first main controller, and the sub-output end T3, the sub-output end T4, the sub-output end A3 and the sub-output end 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. The first main controller and the first sub-controller will interchangeably check the two steering wheel torque signals and 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 acquiring 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. 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 two steering actuator angle signals. The second main controller and the second sub-controller will verify the two steering actuator angle signals with each other. If the verification is passed, the position of the motor sensor of the steering actuator motor will be 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 based on the steering wheel angle signal, and the second main controller and the second sub-controller can control the steering of the vehicle based on the rack position signal sent by the first main controller and the first sub-controller. For example, the second main controller controls the steering of the vehicle based on the rack position signal sent by the first main controller; the second main controller controls the steering of the vehicle based on the rack position signal sent by the first sub-controller; the second sub-controller controls the steering of the vehicle based on the rack position signal sent by the first main controller; the second sub-controller controls the steering of the vehicle based on the rack position signal sent by the first sub-controller.

[0075] In one possible implementation, determining the fault level of the steer-by-wire system based on 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 signals 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 electronic 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 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;

[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 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] Levels L1 to L5 are all Level 1, and Levels H1 to H4 are all Level 2. Level 2 corresponds to a higher fault severity than Level 1. For example, Level 1 indicates a mild fault in the steer-by-wire system, while Level 2 indicates a severe fault.

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

[0091] In the case of a fault level of 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 a degraded steering control strategy corresponding to Level L1. The degraded steering control strategy corresponding to Level L1 is as follows: the first main controller performs road feel feedback control on the steering wheel based on the other of the first steering wheel torque signal and the second steering wheel torque signal, and records the DTC (Diagnostic Trouble Code) 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 based on the second steering wheel torque signal and records the DTC of the faulty first steering wheel torque signal.

[0092] In the event of a fault level of H1, if the fault source is the first and second steering wheel torque signals, the normal steering control strategy is switched to a degraded steering control strategy corresponding to level H1. The degraded steering control strategy corresponding to level H1 is as follows: the first main controller performs steering wheel road feel feedback control based on mechanical friction torque and records the DTCs of the faulty first and second steering wheel torque signals. Mechanical friction torque is the friction torque during steering wheel rotation that has been previously measured and stored. The first main controller's steering wheel road feel feedback control based on mechanical friction torque can be understood as the first main controller controlling the haptic motor in the haptic simulator to output mechanical friction torque. The output of mechanical friction torque by the haptic motor is equivalent to applying a counter-torque to the steering wheel to prevent the user from turning the steering wheel, thereby providing road feel feedback. For example, if the user turns the steering wheel to the left, the first main controller controls the haptic motor in the haptic simulator to output mechanical friction torque, thereby applying a rightward torque to the steering wheel to prevent the user from turning the steering wheel to the left, thereby providing road feel feedback.

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

[0094] In the event of a fault level of 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 a degraded steering control strategy corresponding to Level L1. The degraded steering control strategy corresponding to Level L1 is as follows: the first main controller generates a rack position signal based on the other of the first steering wheel angle signal and the second steering wheel angle signal, and transmits the rack position signal to the second main controller, so that the second main controller performs steering control of the vehicle based on the rack position signal and records a DTC for the steering wheel angle signal. For example, if the fault source is the first steering wheel angle signal, the first main controller generates a rack position signal based on the second steering wheel angle signal and transmits the rack position signal to the second main controller, so that the second main controller performs steering control of the vehicle based on the rack position signal and records a DTC for the first steering wheel angle signal.

[0095] In the event of a fault level of H1, if the fault source is the first and second steering wheel angle signals, the normal steering control strategy is switched to a degraded steering control strategy corresponding to level H1. The degraded steering control strategy corresponding to level H1 is as follows: the first main controller generates a rack position signal based on the steering wheel angle signal collected by the combination switch assembly sensor, and transmits the rack position signal to the second main controller, which then controls the vehicle steering based on the rack position signal and records the DTCs for the first and second steering wheel angle signals. The combination switch assembly sensor can collect multiple data signals, including the steering wheel angle signal, and can be considered a redundant backup for the first data acquisition module.

[0096] In one possible implementation, adjusting the vehicle's steering control strategy based on the fault level includes the following steps:

[0097] When the fault level is level L2, because the first main controller fails, 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 based on the steering wheel angle signal collected by the combination switch assembly sensor, and controls the vehicle steering according to the rack position signal, and records the DTC of the first main controller and the first sub-controller.

[0099] In one possible implementation, adjusting the vehicle's steering control strategy based on 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 road feel feedback of the steering wheel, and records the DTC of the second data acquisition module.

[0101] In one possible implementation, adjusting the vehicle's steering control strategy based on the fault level includes the following steps:

[0102] When the fault level is level L4, because the second main controller fails, 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 one possible implementation, adjusting the vehicle's steering control strategy based on the fault level includes the following steps:

[0104] When the fault level is level L5, due to the failure of the main power supply, 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, and the first main controller controls the road feel feedback of the steering wheel and records the DTC of the main power supply.

[0105] In one possible implementation, adjusting the vehicle's steering control strategy based on the fault level includes the following steps:

[0106] When the fault level is level H3, the steering actuator motor cannot be controlled due to faults in the second main controller and the second sub-controller, that is, the steer-by-wire system cannot control the vehicle steering. The normal steering control strategy is switched to the degraded steering control strategy corresponding to levels H3 and H4. The degraded steering control strategy corresponding to levels H3 and H4 is: the braking system controls the braking of some wheels to make the vehicle enter a safe area and stop, and the DTCs of the second main controller and the second sub-controller are recorded.

[0107] In the case of fault level H4, due to failure of the main power supply and auxiliary power supply, the electronic components in the wire-controlled steering system cannot work, and the steering actuator motor cannot control the movement of the rack, that is, the wire-controlled steering system cannot control the steering of the vehicle. In this case, 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 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 levels H3 and H4. If a safe 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 and right front wheels. 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, the vehicle can be steered according to the degraded steering control strategy corresponding to different fault levels, so that the vehicle still has a certain steering ability and avoids loss of control. In addition, the degraded steering control strategy 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 one possible implementation, limiting the vehicle's speed based on the fault level includes the following steps:

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

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

[0113] The second threshold value is less than the first threshold value and is less than the upper limit of the driving speed. The upper limit of the driving speed refers to the maximum speed of the vehicle when the steer-by-wire system is not faulty, and is also the maximum speed of the vehicle when it leaves the factory. If the fault level is any of Levels L1-L5, that is, the fault level is Level 1, the upper limit of the driving speed is set to the first threshold value. For example, if the user fully depresses the accelerator pedal, the vehicle's driving speed will be the first threshold value. If the fault level is any of Levels H1-H4, that is, the fault level is Level 2, the upper limit of the driving speed is set to the second threshold value. For example, if the user fully depresses the accelerator pedal, the vehicle's driving speed will be the second threshold value. This achieves speed limiting in the event of a steer-by-wire system fault, which helps provide the user with sufficient reaction time to control the vehicle according to their intention.

[0114] In one possible implementation, after determining the fault level of the steer-by-wire system based on 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, a first prompt message indicating a minor fault in the steer-by-wire system is output;

[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 Levels L1 to L5, i.e., the fault level belongs to the first level, indicating that the steer-by-wire system has a minor fault, a first prompt message indicating a minor steer-by-wire fault is output. If the fault level is any one of Levels H1 to H4, i.e., the fault level belongs to the second level, indicating that the steer-by-wire system has a major fault, a second prompt message indicating a major steer-by-wire fault is output, thereby notifying the user of the specific fault condition and speed limit of the steer-by-wire system.

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

[0119] Table 2

[0120]

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

[0122] The following are device embodiments of the present application, which can be used to implement the method embodiments of the present application. For details not disclosed in the device embodiments of the present application, please refer to the method embodiments 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 in FIG. Figure 5 As shown, the vehicle control device 500 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 each 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, wherein one of the at least two second electronic control assemblies is capable of controlling the steering of the vehicle based on 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 configured to, when a target assembly 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 has a fault, determine an identity of the target assembly and a source of the fault in the target assembly; wherein the identity indicates whether the target assembly is a primary assembly or a secondary assembly;

[0126] a level identification module 520 for determining a fault level of the steer-by-wire system based on the identity identifier and the fault source;

[0127] A first control module 530 is 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 one 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 secondary electronic control assembly includes a second secondary controller, the second main controller is connected to the second secondary controller, and the second data acquisition module is connected to the second main controller and the second secondary 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 secondary controller can control the steering of the vehicle according to the rack position signal sent by one of the first main controller and the first secondary controller;

[0130] The level identification module 520 is specifically used to: 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, determine 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, determine 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, determine 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, determine 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 second data acquisition module, Determine the fault level as 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, determine the fault level as 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, determine the fault level as 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, determine the fault level as 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, determine the fault level as 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 one possible implementation, the steering wheel rotation signals output 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 output by the two first output terminals include a first steering wheel torque signal and a second steering wheel torque signal; and the first control module 530 includes:

[0132] The first adjustment unit is used to: 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.

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

[0134] The second adjustment unit is configured to: 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 controls the steering of the vehicle according to the rack position signal; if the fault level is level H1 and 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, configured to: if the fault level is level L2, cause the first sub-controller to perform road feel feedback control on the steering wheel, and send 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; and if the fault level is level H2, cause the second main controller to obtain the rack position signal based on the steering wheel angle signal collected by the combination switch assembly sensor, and control the steering of 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 configured to, if the fault level is level L3, cause 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] a fifth adjustment unit, configured to, if the fault level is level L4, cause the second sub-controller to perform steering control on the vehicle according to the rack position signal sent by the first main controller.

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

[0142] a sixth adjustment unit, configured to: if the fault level is level L5, supply 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 to cause the second main controller to perform steering control on 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 configured to, if the fault level is level H3 or level H4, control the braking of some wheels by the braking system so as to drive the vehicle into a safe area and stop the vehicle.

[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 mild 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, when executing the vehicle control method, is only illustrated by the division of the above functional modules. 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 and the vehicle control method embodiment are of the same concept. Therefore, for details not disclosed in the device embodiment of this application, please refer to the above embodiment of the vehicle control method of this application, and no further details will be given 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] This embodiment can divide the vehicle into functional modules based on the above-described method example. For example, each functional module can be mapped to a specific function, or two or more functions can be integrated into a single processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and represents only one logical functional division. In actual implementation, other division methods may be used.

[0152] When functional modules are divided according to their functions, 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 content of each step involved in the above method embodiment can be referred to in the functional description of the corresponding functional module and 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 vehicle's movements, while the storage module may be used to support the vehicle's execution of relevant program codes and data.

[0155] The processing module may be a processor or controller that implements or executes the 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 a digital signal processing (DSP) and a microprocessor, and the storage module may be a memory.

[0156] This embodiment also provides a computer-readable storage medium, which stores computer program code. When the computer program code runs 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 further provides a computer program product. When the computer program product is run on a computer, it enables the computer 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 can 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 can call and execute instructions to enable the chip to execute a vehicle control method in the above embodiment.

[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 distributed and completed by 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 this 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 merely schematic. For example, the division of modules or units is only a logical function division. In actual implementation, there may be other division methods, 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 content is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection 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 feel simulator, a steering actuator, and at least two power assemblies, wherein the at least two power assemblies each supply power to the feel simulator and the steering actuator; The hand feel simulator includes at least two first electronic control assemblies, and the steering actuator includes at least two second electronic control assemblies, one of the at least two second electronic control assemblies being capable of controlling the steering of 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 event that a target assembly 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 has a fault, 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 performing steering control on 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 the steering wheel rotation signal output by one of the two first output terminals, 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 signals output by the two first output terminals, the fault level is determined 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, 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 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 secondary electronic control assembly, and the fault source includes the second main controller and the second secondary 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, levels L1 to L5 all belong to the first level, and levels H1 to H4 all belong to the second level. 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 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; The 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, 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, wherein: 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 includes: 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 transmits 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, and the first main controller generates the rack position signal based on 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 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 controls the steering of 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 controls the steering of the vehicle based on 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 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.

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 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.

8. The vehicle control method according to claim 2, wherein: The adjusting the steering control strategy of the vehicle according to the fault level includes: If the fault level is level L5, the secondary power supply supplies power to the first main electronic control assembly, the first secondary electronic control assembly, the second main electronic control assembly, and the second secondary electronic control assembly; Furthermore, 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 includes: 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 driving speed of the vehicle according to the fault level includes: 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; The second threshold value is less than the first threshold value and is 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 a first prompt message indicating a minor fault in 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 code; A processor is used to call and run the executable program code from the memory, so that the vehicle executes the vehicle control method according to 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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