Steering control method and device and medium

Abstract

The invention provides a steering control method and device and a medium, and the method comprises the steps that under the condition that a vehicle is in a steer-by-wire system control mode, steering control is conducted on the vehicle according to a steering angle instruction of a steering control mechanism in a steer-by-wire system of the vehicle; if it is detected that the steer-by-wire system fails, the steering control mode of the vehicle is switched from the steer-by-wire system control mode to the automatic driving system control mode; and under the condition that the vehicle is in the automatic driving system control mode, steering control is carried out on the vehicle according to a steering angle instruction of an automatic driving controller of the vehicle. The steering-by-wire system can cope with the failure condition of the steering-by-wire system, and a mechanical mechanism between a steering control mechanism and a steering execution mechanism is not needed.

Description

Technical Field

[0001] The present application relates to the technical field of steering control, and in particular to a steering control method, device and medium. Background Art

[0002] The safety of the steering system of vehicles has always been one of the key issues that major manufacturers consider. Taking vehicles as an example, the steering system of the vehicle is required to reach functional safety level D in certain functional scenarios. ASIL (Automotive Safety Level) D represents the highest degree of automotive danger.

[0003] Unlike ensuring steering safety by strengthening the mechanical system, the steer-by-wire system eliminates mechanical connections and relies on the connection of the entire machine's electrical system to transmit functional instructions. However, the functional safety of the steer-by-wire system is relatively difficult to control, and there may be situations where the steer-by-wire system fails.

[0004] In a related technology, a normally open electromagnetic clutch can be used to deal with the failure of the wire-controlled steering system. When the wire-controlled steering system works normally, the clutch disconnects the steering control mechanism and the steering actuator to realize the function of wire-controlled steering. When the wire-controlled steering system fails to work normally, the clutch closes to restore the connection between the steering control mechanism and the steering actuator to realize the function of mechanical steering. However, this related technology does not fundamentally eliminate the mechanical mechanism between the steering control mechanism and the steering actuator. Summary of the invention

[0005] The embodiments of the present application provide a steering control method, device and medium, which can cope with the situation where a wire-controlled steering system fails without requiring a mechanical mechanism between a steering control mechanism and a steering actuator.

[0006] In a first aspect, an embodiment of the present application provides a steering control method, comprising: when a vehicle is in a steer-by-wire system control mode, steering control of the vehicle is performed according to a turning angle command of a steering control mechanism in the steer-by-wire system of the vehicle; if failure of the steer-by-wire system is detected, switching the steering control mode of the vehicle from the steer-by-wire system control mode to an automatic driving system control mode; when the vehicle is in the automatic driving system control mode, steering control of the vehicle is performed according to a turning angle command of the automatic driving controller of the vehicle.

[0007] The embodiments of the present application are able to cope with the situation where the by-wire steering system fails by using the automatic driving controller as a hardware redundant backup in case the by-wire steering system fails. Since the vehicle steering can still be normally controlled based on the automatic driving controller during the failure of the by-wire steering system, there is no need to configure a mechanical mechanism between the steering control mechanism and the steering actuator in the vehicle, thereby being able to better realize the advantages of pure by-wire steering.

[0008] By switching to intelligent driving mode when the wire control fails, the lateral control function of the automatic driving controller can be used in the intelligent driving mode to fully take over the driver's lateral control function of the wire-controlled steer. This ensures that in the case of pure wire-controlled steer, even if there is no safety rear wall of the mechanical system, the wire-controlled steer system has the last safety barrier, which can enhance driving confidence when using the wire-controlled steer system.

[0009] Optionally, steering of the vehicle is controlled according to a steering angle command of the vehicle's automatic driving controller, including: steering of the vehicle according to a first steering angle command issued by the automatic driving controller; wherein the first steering angle command is obtained based on a steering angle command synchronized to the automatic driving controller by a steering control mechanism when the vehicle is in a steer-by-wire system control mode.

[0010] Vehicle steering control is achieved by responding to the backup steering angle command issued by the automatic driving controller when the wire steering system fails. This can not only cope with the vehicle steering control problem during the failure of the wire steering system, but also make the vehicle steering control result consistent with the steering control operation performed by the driver when the wire steering system fails, so as to ensure the accurate execution of vehicle steering.

[0011] Optionally, the first turning angle command is also obtained based on the communication failure time; the communication failure time is the time difference between the failure moment of the wire-controlled steering system and the moment of switching to the automatic driving system control mode.

[0012] By calculating the backup turning angle command issued by the automatic driving controller based on the communication failure time, it helps to eliminate the impact of the communication failure time on the accuracy of the turning angle command issuance.

[0013] Optionally, the first steering angle command is obtained based on a first parameter value and a second parameter value; wherein the first parameter value is obtained based on the communication failure time and the steering angle command synchronized by the steering control mechanism to the automatic driving controller; the second parameter value is obtained based on the communication failure time and the steering angle fed back to the automatic driving controller by the steering actuator in the wire-controlled steering system.

[0014] By taking into account both the driver's steering intention when a wire control failure occurs and the actual steering angle position that the steering actuator can achieve, a backup steering angle command can be obtained. This ensures the smoothness of intelligent driving taking over human driving, conforms to the driver's intention, and ensures the safety of vehicle driving.

[0015] Optionally, the vehicle is steered according to a turning angle command of the vehicle's automatic driving controller, including: after the vehicle is steered according to a first turning angle command, the vehicle is steered according to a second turning angle command issued by the automatic driving controller; wherein the second turning angle command is obtained according to the automatic driving function of the automatic driving controller.

[0016] After the wire-controlled steering system fails, the vehicle steering can be controlled based on the autonomous driving function of the autonomous driving controller to support the normal execution of the vehicle steering control without being affected by the failure of the wire-controlled steering system.

[0017] Optionally, the steering control method further includes: determining that the steer-by-wire system has failed when it is detected that communication between the steering control mechanism and a steering actuator in the steer-by-wire system is disconnected.

[0018] When the communication between the upper and lower steering systems is disconnected, the steer-by-wire system cannot realize the steer-by-wire control function, and the steer-by-wire system fails. In this way, it is possible to accurately determine whether the steer-by-wire system fails.

[0019] Optionally, the steering control method further includes: determining that the steering-by-wire system fails when a steering control mechanism fault is detected, communication between the steering control mechanism and a steering actuator in the steering-by-wire system is not disconnected, and the steering actuator does not match the angle change of the steering control mechanism.

[0020] By judging whether the lower steering still has a trend of continuous tracking when the upper steering turns to try to regain control when the upper steering fails but the communication between the upper and lower steering systems is not disconnected, it is possible to accurately determine whether the wire control steering system has failed.

[0021] Optionally, the steering control method also includes: if the first condition is met, determining that the steering actuator does not match the steering angle change of the steering control mechanism; wherein the first condition includes: the ratio of the steering angle difference between the steering control mechanism and the steering actuator to the angular velocity of the steering control mechanism is greater than or equal to a first threshold, or, the duration of inconsistency between the rotational speed direction of the steering control mechanism and the following direction of the steering actuator exceeds a second threshold, or, the rotational speed difference between the steering control mechanism and the steering actuator is greater than or equal to a third threshold, and the duration of the rotational speed difference between the steering control mechanism and the steering actuator being greater than or equal to the third threshold exceeds a fourth threshold.

[0022] Reasonable following conditions are used to determine whether there is indeed an angle tracking abnormality in the up and down steering systems. Only if there is an angle tracking abnormality will the automatic driving controller take over procedure be entered, thus avoiding abnormal takeover actions.

[0023] In a second aspect, an embodiment of the present application provides a steering control method, which is applied to an automatic driving controller of a vehicle, comprising: obtaining a turning angle command when the vehicle is in an automatic driving system control mode; sending the obtained turning angle command to a steering actuator in a wire-controlled steering system of the vehicle; wherein, after the wire-controlled steering system fails, the steering control mode of the vehicle is switched from the wire-controlled steering system control mode to the automatic driving system control mode.

[0024] Optionally, the steering control method also includes: receiving a turning angle instruction synchronized by a steering control mechanism in the steering-by-wire system when the vehicle is in a steering-by-wire system control mode; obtaining the turning angle instruction includes: obtaining a first turning angle instruction as the obtained turning angle instruction according to the turning angle instruction synchronized by the steering control mechanism.

[0025] Optionally, obtaining the turning angle instruction includes: after obtaining the first turning angle instruction, obtaining a second turning angle instruction according to the automatic driving function of the automatic driving controller as the obtained turning angle instruction.

[0026] On the third aspect, an embodiment of the present application provides a steering control method, which is applied to a steering control mechanism in a steer-by-wire system of a vehicle, comprising: obtaining a turning angle command when the vehicle is in a steer-by-wire system control mode; sending the obtained turning angle command to a steering actuator in the steer-by-wire system; wherein the steering control mode of the vehicle is switched from the steer-by-wire system control mode to the automatic driving system control mode after the steer-by-wire system fails.

[0027] Optionally, the steering control method also includes: synchronizing the acquired turning angle command to an automatic driving controller of the vehicle.

[0028] In a fourth aspect, an embodiment of the present application provides a steering control method, which is applied to a steering actuator in a steer-by-wire system of a vehicle, comprising: when the vehicle is in a steer-by-wire system control mode, receiving a steering angle command issued by a steering control mechanism in the steer-by-wire system, and executing the steering angle command issued by the steering control mechanism; when the vehicle is in an automatic driving system control mode, receiving a steering angle command issued by an automatic driving controller of the vehicle, and executing the steering angle command issued by the automatic driving controller; wherein, the steering control mode of the vehicle is switched from the steer-by-wire system control mode to the automatic driving system control mode after the steer-by-wire system fails.

[0029] Optionally, receiving a turning angle command issued by an automatic driving controller of a vehicle includes: receiving a first turning angle command issued by the automatic driving controller, the first turning angle command being obtained based on a turning angle command synchronized by a steering control mechanism to the automatic driving controller when the vehicle is in a wire-controlled steering system control mode.

[0030] Optionally, receiving a turning angle command issued by an automatic driving controller of a vehicle includes: after receiving a first turning angle command, receiving a second turning angle command issued by the automatic driving controller, the second turning angle command being obtained according to an automatic driving function of the automatic driving controller.

[0031] In a fifth aspect, an embodiment of the present application provides a vehicle, comprising one or more memories for storing computer program instructions, and one or more processors, wherein when the computer program instructions are executed by one or more processors, the vehicle is triggered to execute a method as described in any one of the first aspects.

[0032] In a sixth aspect, an embodiment of the present application provides an autonomous driving controller for a vehicle, the autonomous driving controller comprising one or more memories for storing computer program instructions, and one or more processors, wherein when the computer program instructions are executed by one or more processors, the autonomous driving controller is triggered to execute a method such as any one of the methods in the second aspect.

[0033] In the seventh aspect, an embodiment of the present application provides a steering control mechanism in a wire-controlled steering system of a vehicle, wherein the steering control mechanism includes one or more memories for storing computer program instructions, and one or more processors, wherein when the computer program instructions are executed by one or more processors, the steering control mechanism is triggered to execute a method such as any one of the methods in the third aspect.

[0034] In an eighth aspect, an embodiment of the present application provides a steering actuator in a steer-by-wire system of a vehicle, the steering actuator comprising one or more memories for storing computer program instructions, and one or more processors, wherein when the computer program instructions are executed by one or more processors, the steering actuator is triggered to execute a method such as any one of the methods in the fourth aspect.

[0035] In a ninth aspect, an embodiment of the present application provides a computer-readable storage medium, in which a computer program is stored. When the computer program runs on a computer, the computer executes any one of the methods in the embodiments of the present application.

[0036] In a tenth aspect, an embodiment of the present application provides a computer program product, which includes a computer program. When the computer program runs on a computer, it enables the computer to execute any one of the methods in the embodiments of the present application.

[0037] The technical effects of the aforementioned aspects can be referenced to each other and will not be elaborated here. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for use in the embodiments are briefly introduced below.

[0039] Figure 1 A schematic diagram of the structure of a vehicle provided in an embodiment of the present application;

[0040] Figure 2 A schematic diagram of the structure of a vehicle;

[0041] Figure 3 A schematic diagram of the structure of another vehicle provided in an embodiment of the present application;

[0042] Figure 4 A schematic diagram of a vehicle steering control process provided in an embodiment of the present application;

[0043] Figure 5 A schematic diagram of another vehicle steering control process provided by an embodiment of the present application;

[0044] Figure 6 A timing diagram of a vehicle steering control process provided by an embodiment of the present application;

[0045] Figure 7 A timing diagram of another vehicle steering control process provided in an embodiment of the present application. DETAILED DESCRIPTION

[0046] In order to better understand the technical solution of the present application, the embodiments of the present application are described in detail below with reference to the accompanying drawings.

[0047] It should be clear that the described embodiments are only part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in the field without creative work are within the scope of protection of the present application.

[0048] The terms used in the embodiments of the present application are only for the purpose of describing specific embodiments, and are not intended to limit the present application. The singular forms "a", "said" and "the" used in the embodiments of the present application and the appended claims are also intended to include plural forms, unless the context clearly indicates other meanings.

[0049] It should be understood that the term "at least one" used in this article refers to one or more, and "plurality" refers to two or more. The term "and / or" used in this article is merely a description of the association relationship of associated objects, indicating that three relationships may exist. For example, A and / or B can represent: A exists alone, A and B exist at the same time, and B exists alone. Among them, A and B can be singular or plural. In addition, the character " / " in this article generally indicates that the associated objects before and after are in an "or" relationship. "At least one of the following" and similar expressions refer to any combination of these items, including any combination of singular or plural items. For example, at least one of a, b and c can be represented by: a, b, c, ab, ac, bc, or abc, wherein a, b, c can be single or multiple.

[0050] It should be understood that, although the terms first, second, etc. may be used to describe the set thresholds in the embodiments of the present application, these set thresholds should not be limited to these terms. These terms are only used to distinguish the set thresholds from each other. For example, without departing from the scope of the embodiments of the present application, the first set threshold may also be referred to as the second set threshold, and similarly, the second set threshold may also be referred to as the first set threshold.

[0051] The steering control method provided in any embodiment of the present application can be applied to Figure 1 In the electronic device 100 shown. Figure 1 The schematic diagram of the structure of the electronic device 100 is shown. The electronic device 100 may include at least a processor 110 and a memory 120 .

[0052] It is to be understood that the structure illustrated in the embodiment of the present application does not constitute a specific limitation on the electronic device 100. In other embodiments of the present application, the electronic device 100 may include more or fewer components than shown in the figure, or combine some components, or split some components, or arrange the components differently. The components shown in the figure may be implemented in hardware, software, or a combination of software and hardware.

[0053] The processor 110 may include one or more processing units, for example, the processor 110 may include an application processor (AP), a modem processor, a graphics processor (GPU), an image signal processor (ISP), a controller, a video codec, a digital signal processor (DSP), a baseband processor, and / or a neural-network processing unit (NPU), etc. Among them, different processing units may be independent devices or integrated into one or more processors. The controller may generate an operation control signal according to the instruction opcode and the timing signal to complete the control of fetching and executing instructions.

[0054] In some embodiments, the processor 110 may be a system on chip (SOC), which may include a central processing unit (CPU) and may further include other types of processors. In some embodiments, the processor 110 may be a PWM control chip.

[0055] The processor 110 may also include necessary hardware accelerators or logic processing hardware circuits, such as ASICs, or one or more integrated circuits for controlling the execution of the technical solution program, etc. In addition, the processor 110 may have the function of operating one or more software programs, which may be stored in a storage medium.

[0056] The processor 110 may also be provided with a memory for storing instructions and data. In some embodiments, the memory in the processor 110 is a cache memory. The memory may store instructions or data that the processor 110 has just used or cyclically used. If the processor 110 needs to use the instruction or data again, it may be directly called from the memory. This avoids repeated access, reduces the waiting time of the processor 110, and thus improves the efficiency of the system.

[0057] In some embodiments, the memory of the electronic device 100 may be a read-only memory (ROM), other types of static storage devices that can store static information and instructions, a random access memory (RAM) or other types of dynamic storage devices that can store information and instructions, or an electrically erasable programmable read-only memory (EEPROM), or any computer-readable medium that can be used to carry or store desired program code in the form of instructions or data structures and can be accessed by a computer.

[0058] In some embodiments, the processor 110 and the memory may be combined into a processing device, or may be independent components, and the processor 110 may be used to execute program codes stored in the memory. In specific implementation, the memory may also be integrated into the processor 110, or may be independent of the processor 110.

[0059] In some embodiments, the processor 110 may include one or more interfaces. The interface may include an inter-integrated circuit (I2C) interface, an inter-integrated circuit sound (I2S) interface, a pulse code modulation (PCM) interface, a universal asynchronous receiver / transmitter (UART) interface, a mobile industry processor interface (MIPI), a general-purpose input / output (GPIO) interface, a subscriber identity module (SIM) interface, and / or a universal serial bus (USB) interface, etc.

[0060] It is understandable that the interface connection relationship between the modules illustrated in the embodiment of the present application is only a schematic illustration and does not constitute a structural limitation on the electronic device 100. In other embodiments of the present application, the electronic device 100 may also adopt different interface connection methods in the above embodiments, or a combination of multiple interface connection methods.

[0061] The memory 120 can be used to store computer executable program codes, which include instructions. The memory 120 may include a program storage area and a data storage area. Among them, the program storage area may store an operating system, an application required for at least one function (such as a sound playback function, an image playback function, etc.), etc. The data storage area may store data created during the use of the electronic device 100 (such as audio data, a phone book, etc.), etc. In addition, the memory 120 may include a high-speed random access memory, and may also include a non-volatile memory, such as at least one disk storage device, a flash memory device, a universal flash storage (UFS), etc. The processor 110 executes various functional applications and data processing of the electronic device 100 by running instructions stored in the memory 120, and / or instructions stored in a memory provided in the processor.

[0062] The safety of the steering system of vehicles (such as cars, trucks, motorcycles, yachts, ships, etc.) has always been one of the key issues considered by major manufacturers. Taking vehicles as an example, the steering system of the whole vehicle is required to reach functional safety level D in certain functional scenarios. ASIL (Automotive Safety Level) D can represent the highest degree of automotive danger.

[0063] Unlike ensuring steering safety by strengthening the mechanical system, the wire-controlled steering system eliminates the mechanical connection and relies on the connection of the entire machine's electrical system to transmit functional instructions.

[0064] In a feasible implementation, based on the communication (or communication) connection between the steering control mechanism (such as HWA) and the steering actuator (such as RWA) in the steer-by-wire system, taking a vehicle as an example, the implementation process of the steer-by-wire system for vehicle steering control may include:

[0065] Step 1: HWA (Hand Wheel Actuator, steering wheel steering simulator, or road feel simulator) sends an angle execution command (or turning angle instruction) to RWA (Road Wheel Actuator, wheel steering actuator) through a communication signal.

[0066] The angle execution command may be obtained based on the driver's control of the vehicle's steering wheel (eg, the angle and direction in which the driver turns the steering wheel).

[0067] Step 2: RWA executes the command based on the angle sent by HWA to drive the wheels to steer.

[0068] In a feasible implementation, in order to simulate the real road feeling, the implementation process of the vehicle steering control by the wire steering system may further include the following steps 3 and 4 after step 2:

[0069] Step 3: RWA feeds back the observed rack force or rack force feedback signal to HWA.

[0070] In one embodiment, the observed rack force may be used to indicate information related to the amount of force required by the driver to turn the steering wheel, such as vehicle weight, road friction, etc.

[0071] Step 4: HWA sends a command to the HWA motor to provide reverse torque based on the observed rack force fed back by RWA.

[0072] By providing reverse torque, the driver's actual feel of steering wheel steering control can be simulated, thereby simulating the actual road feel and improving the driving experience.

[0073] However, the functional safety of the steer-by-wire system is relatively difficult to control, and there may be a situation where the steer-by-wire system fails (or is called a steer-by-wire system fault). For example, if the upper steering of the steer-by-wire system (such as HWA) fails, or the communication between the upper and lower steering systems (such as between HWA and RWA) fails, the transmission of functional instructions between HWA and RWA becomes a problem.

[0074] In order to improve the functional safety of the functional command transmission between HWA and RWA, in the related technology 1, a normally open electromagnetic clutch can be used to cope with the failure of the wire-controlled steering system.

[0075] For example, please refer to Figure 2 The vehicle includes HWA 201, RWA 202 and a normally open electromagnetic clutch 203, a part of which is connected to HWA 201, and another part of which is connected to RWA 202. The normally open electromagnetic clutch 203 can be closed or opened to connect or disconnect HWA and RWA.

[0076] Preferably, when the steer-by-wire system works normally, the clutch disconnects the steering control mechanism and the steering actuator to realize the steer-by-wire function, and when the steer-by-wire system fails to work normally, the clutch closes to restore the connection between the steering control mechanism and the steering actuator to realize the mechanical steering function.

[0077] Based on the function of the clutch in Related Technology 1, the mechanical steering system can be used as a redundant backup for the failure of the wire-controlled steering system, and can cope with the situation where the wire-controlled steering system fails. However, it does not fundamentally eliminate the mechanical mechanism between the steering control mechanism and the steering actuator, and cannot better realize the advantages of pure wire-controlled steering in some aspects (such as layout, cost, etc.).

[0078] In addition, in related technology 2, in order to ensure the steering safety of the vehicle, the behavior of the driver and passengers (such as driver fatigue or loss of consciousness, passengers grabbing the steering wheel or having physical contact with the driver, etc.) can be monitored in real time to determine whether there is a possibility of endangering the safety of vehicle driving. If so, the connection between the upper and lower steering motors can be cut off, and the safety driving module can be triggered to take over the driver's authority to achieve automatic driving.

[0079] It can be seen that Related Technology 2 is based on safety intervention when the vehicle steering wheel loses control, and can deal with the problem of vehicle steering risk caused by the behavior of the driver and passengers, but it does not fundamentally consider the technical risks that still exist in the wire-controlled steering system itself, and cannot deal with the situation where the wire-controlled steering system fails.

[0080] Taking vehicles as an example, with the development of autonomous driving technology, there are multiple levels of autonomous driving for vehicles, such as L1 to L5, and vehicles of different autonomous driving levels can have corresponding degrees of autonomous driving attributes. Autonomous driving systems of lower levels (such as L1 to L2) can have assisted driving functions (such as automatic braking, etc.), and autonomous driving systems of higher levels (such as L3 to L5) can have autonomous driving functions.

[0081] For vehicles with lower autonomous driving capabilities, the safety state handling method for low-level autonomous driving systems when steering system failures occur is: when the autonomous driving system fails, the autonomous driving system notifies the driver to take over the steering system, that is, the driver controls the vehicle as a failure backup for the autonomous driving system.

[0082] Different from this, in order to cope with the failure of the wire steering system and better realize the advantages of pure wire steering, the embodiment of the present application can use the vehicle's autonomous driving controller (or intelligent driving controller, intelligent driving system) used to realize the autonomous driving function as a failure redundant backup of the vehicle's wire steering system for vehicles with higher autonomous driving capabilities (such as vehicles with autonomous driving levels of L3 to L5). When there is a failure of the wire steering system, such as failure of the upper steering of the wire steering system, or failure of communication between the upper and lower steering systems, the autonomous driving controller takes over the vehicle to realize automatic control of the vehicle's steering.

[0083] Below, the specific technical implementation of steering control in the embodiments of the present application is described. The implementation methods and beneficial effects of different embodiments can be referenced to each other, and can be applied to various types of vehicles, as well as non-vehicle equipment, such as ships, etc.

[0084] Please refer to Figure 3The vehicle may include HWA 301, RWA 302 and an automatic driving controller 303, RWA 302 is respectively connected to HWA 301 and automatic driving controller 303 for communication, and the steer-by-wire system includes HWA 301 and RWA 302. Preferably, the automatic driving controller may be existing hardware in the vehicle for implementing the automatic driving function.

[0085] In one embodiment of the present application, please refer to Figure 3 When the steer-by-wire system works normally, the steer-by-wire function is realized based on the communication between HWA301 and RWA302. When HWA301 fails or the communication between HWA301 and RWA302 fails, making the steer-by-wire system unable to work normally, the automatic driving steering control function is realized based on the communication between the automatic driving controller 303 and RWA302.

[0086] For example, the autonomous driving system may have sensor equipment such as radar and camera, so that the vehicle's current driving path and lateral turning angle control instructions can be automatically planned according to the perceived vehicle driving environment data. The autonomous driving controller can control the RWA to execute the planned lateral turning angle control instructions to achieve lateral control of the vehicle, so that the vehicle moves along the planned driving path.

[0087] In a feasible implementation of this application, please refer to Figure 4 , the vehicle steering control process may include the following steps:

[0088] Step 401, the steering wheel steering simulator (HWA) in the steer-by-wire system sends a steering angle command to the wheel steering actuator (RWA) in the steer-by-wire system, and synchronizes the steering angle command to the automatic driving controller.

[0089] Step 402: The automatic driving controller sends a backup turning angle instruction to the wheel steering actuator according to the turning angle instruction sent by the steering wheel steering simulator.

[0090] In step 403, the wheel steering actuator receives the steering angle command sent by the steering wheel steering simulator and the backup steering angle command sent by the automatic driving controller, and responds to the steering angle command sent by the steering wheel steering simulator to control the vehicle steering.

[0091] Steps 401 to 403 show a feasible implementation of vehicle steering control when the steer-by-wire system is in normal working mode, i.e., not failed. When the steer-by-wire system is not failed, the HWA can transmit the steering angle command to the RWA, and the RWA responds to the steering angle command sent by the HWA to control the vehicle steering.

[0092] Step 404, detect whether the steering wheel steering simulator fails, if so, execute step 406, otherwise execute step 405.

[0093] In one embodiment, two redundant paths may be provided in the steering wheel steering simulator to achieve self-redundancy. If both paths fail (for example, the path failure may be caused by a failure of any component in the path), the steering wheel steering simulator fails, or it is said that there is a HWA double-point failure. If any one of the two paths is not failed or both paths are not failed, the steering wheel steering simulator does not fail, or it is said that there is no HWA double-point failure. In a feasible implementation, the failure of the path may be that the path cannot work normally due to the failure of any one or more components in the path.

[0094] Step 405 , detecting whether the communication between the steering wheel steering simulator and the wheel steering actuator is disconnected, if so, executing step 409 , otherwise executing step 408 .

[0095] For example, when a transceiver in the HWA fails or a transceiver in the RWA fails, the communication between the HWA and the RWA may be affected and fail to communicate normally, that is, the HWA cannot send a turning instruction to the RWA.

[0096] If the answer in step 405 is yes, it means that although the HWA is not faulty, the communication between the HWA and the RWA is disconnected, which may indicate that the steer-by-wire system has failed, and the automatic driving system control mode may be switched.

[0097] If the determination in step 405 is negative, it indicates that the HWA is not faulty and the communication between the HWA and the RWA is not disconnected, that is, it indicates that the steer-by-wire system is not invalid, and the steer-by-wire system control mode can be maintained.

[0098] Step 406 , detecting whether the communication between the steering wheel steering simulator and the wheel steering actuator is disconnected, if so, executing step 409 , otherwise, executing step 407 .

[0099] If the answer in step 406 is yes, it indicates that the HWA is faulty and the communication between the HWA and the RWA is disconnected, which may indicate that the steer-by-wire system has failed, and the control mode of the automatic driving system may be switched.

[0100] If the determination in step 406 is no, it means that although the HWA fails, the communication between the HWA and the RWA is not disconnected, and it can be further determined whether the RWA matches the turning angle change of the HWA (ie, whether the RWA follows the turning angle instruction of the HWA).

[0101] By judging whether RWA matches the turning angle change of HWA, it is possible to judge whether RWA still has a continuous tracking trend when HWA rotates, so as to determine whether the current HWA fault affects the normal operation of the wire-controlled steering system.

[0102] By attempting to regain control when the HWA fails but the communication between the HWA and the RWA is not disconnected, it is possible to accurately determine whether the steer-by-wire system has failed.

[0103] Step 407 , determining whether the wheel steering actuator matches the angle change of the steering wheel steering simulator, if so, executing step 408 , otherwise executing step 409 .

[0104] If the answer in step 407 is yes, it means that although the HWA fails, the communication between the HWA and the RWA is not disconnected, and the RWA matches the angle change of the HWA. It can be considered that the HWA failure does not affect the normal operation of the steer-by-wire system, that is, the steer-by-wire system is not invalid, so the control mode of the steer-by-wire system can be maintained.

[0105] If the judgment in step 407 is no, it means that due to HWA failure, although the communication between HWA and RWA is not disconnected, RWA does not match the turning angle change of HWA. It can be considered that the HWA failure affects the normal operation of the wire-controlled steering system, that is, the wire-controlled steering system fails. In this case, it can be switched to the automatic driving system control mode.

[0106] It is feasible that the HWA, RWA or the autopilot controller can detect whether the steer-by-wire system fails. For example, in one embodiment, when the steer-by-wire system works normally, the monitoring of the autopilot controller can be included in the functional logic consideration, and the autopilot controller can monitor the working state and fault state of the steer-by-wire system in real time.

[0107] Step 408 , maintaining the steer-by-wire system control mode, the wheel steering actuator responds to the turning angle command sent by the steering wheel steering simulator in the steer-by-wire system control mode to control the vehicle steering.

[0108] In the control mode of the steer-by-wire system, in addition to the HWA sending the steering angle command to the RWA, the autopilot controller can also send the steering angle command to the RWA (such as the backup steering angle command in step 402). During the normal operation of the steer-by-wire system, the steering angle command sent by the autopilot controller is used as the backup steering angle command, and the autopilot controller serves as a backup control means for responding to the failure of the steer-by-wire system.

[0109] Step 409, switching from the wire-controlled steering system control mode to the automatic driving system control mode (or switching from the non-intelligent driving mode to the intelligent driving mode), the wheel steering actuator responds to the turning angle command sent by the automatic driving controller in the automatic driving system control mode to control the vehicle steering.

[0110] When the steer-by-wire system fails, the non-intelligent driving mode can be switched to the intelligent driving mode, and the control subject can be seamlessly switched from the steer-by-wire system to the autonomous driving controller, and RWA responds to the control of the autonomous driving controller. By switching to the intelligent driving mode when the steer-by-wire fails, the lateral control function of the autonomous driving controller can be used in the intelligent driving mode to fully take over the lateral control function of the driver of the steer-by-wire system. This ensures that even if there is no mechanical system safety rear wall in the case of pure steer-by-wire, the steer-by-wire system can have the last safety barrier, which can enhance driving confidence when using the steer-by-wire system.

[0111] In one embodiment, the automatic driving controller sends a backup turning angle command to the RWA according to the turning angle command synchronized from the HWA, so that after the wire control steering system fails, the RWA can first respond to the backup turning angle command to control the vehicle steering. After that, the automatic driving controller can also send an automatic driving turning angle command based on the automatic driving function, and the RWA responds to the automatic driving turning angle command to control the vehicle steering.

[0112] Steps 404 to 409 show a feasible implementation of the vehicle steering control when the steer-by-wire system is not in the normal working mode, i.e., fails. When the steer-by-wire system fails, the HWA cannot transmit the steering angle command to the RWA, and the control of the vehicle can be handed over to the automatic driving system as a backup for the steer-by-wire system failure. The RWA responds to the steering angle command sent by the automatic driving controller to control the vehicle steering.

[0113] When the steer-by-wire system fails (for example, due to HWA failure or disconnection of communication between HWA and RWA), the autopilot controller can intervene in the takeover procedure to support the vehicle to continue to steer and drive normally (that is, the autopilot controller has taken over control). When the steer-by-wire system fails and the autopilot controller takes over, the driver's control of the steering wheel has no effect on the actual steering of the vehicle, and the vehicle's steering is no longer affected by the driver's steering wheel operation.

[0114] It can be seen that the embodiment of the present application can cope with the failure of the wire steering system by using the automatic driving controller as a hardware redundant backup in case of failure of the wire steering system. Since the vehicle steering can still be normally controlled based on the automatic driving controller during the failure of the wire steering system, there is no need to configure a mechanical mechanism between the steering control mechanism and the steering actuator in the vehicle, thereby better realizing the advantages of pure wire steering. In addition, the embodiment of the present application can meet the requirements of the steering system to achieve functional safety level D based on hardware redundant backup, so that the power-assisting functional safety and mechanical functional safety of the entire steering system are guaranteed.

[0115] Figure 4In the embodiment shown, it is possible to first detect whether the HWA is faulty, then detect whether the communication between the HWA and the RWA is disconnected, and determine whether the steer-by-wire system is invalid based on the detection result. In other embodiments of the present application, the execution order of detecting whether the HWA is faulty and detecting whether the communication is disconnected may not be limited.

[0116] For example, in another embodiment, it is also possible to detect whether the HWA is faulty and whether the communication is disconnected, and determine whether the steer-by-wire system is invalid based on the detection results. As long as the communication disconnection between the HWA and the RWA is detected, it can be confirmed that the steer-by-wire system has failed.

[0117] In one embodiment of the present application, please refer to Figure 5 , the vehicle steering control process can include the following:

[0118] When a HWA failure is detected but the communication between HWA and RWA is not disconnected, it is further determined whether RWA matches the angle change of HWA. The following determination operation of determining whether RWA matches the angle change of HWA may include: determining the angle difference between the steering wheel steering simulator and the wheel steering actuator (step 5011), determining the rotation speed direction between the steering wheel steering simulator and the wheel steering actuator (step 5012), and determining the rotation speed difference between the steering wheel steering simulator and the wheel steering actuator (step 5013).

[0119] In one embodiment, when the judgment result of any step in the follow-up judgment operation meets the situation that RWA does not match the corner change of HWA, the follow-up judgment result indicates that RWA does not match the corner change of HWA; when the judgment result of each step in the follow-up judgment operation does not meet the situation that RWA does not match the corner change of HWA, the follow-up judgment result indicates that RWA matches the corner change of HWA.

[0120] If the follow-up judgment result indicates that RWA does not match the turning angle change of HWA, the handshake state of the automatic driving controller and the wheel steering actuator can be further judged (step 502). If the handshake judgment result indicates that the handshake between the automatic driving controller and the wheel steering actuator is normal, it can be switched to the automatic driving system control mode so that the automatic driving controller takes over the control of the wheel steering actuator (step 503). During the period when the automatic driving controller takes over the control, RWA responds to the turning angle command issued by the automatic driving controller.

[0121] The following judgment operation may be performed by any one of the autonomous driving control, HWA and RWA. In a feasible implementation, if the communication between HWA and RWA is disconnected, since the data of the other party cannot be obtained, when HWA or RWA performs the following judgment operation, the conditional judgment step within its algorithm may be deemed to be satisfied and skipped. "Satisfying the condition" may mean that the corresponding judgment result meets the situation where the RWA does not match the turning angle change of the HWA.

[0122] In a feasible implementation, the steering wheel steering simulator and the wheel steering actuator can be judged by: judging whether the ratio of the angle difference between HWA and RWA and the angular velocity of HWA is greater than or equal to a set first threshold. The faster the angular velocity, the greater the angle of rotation in the same time period, and vice versa. By comparing the ratio of the angle difference to the angular velocity of HWA, rather than directly comparing the size of the angle difference, the degree of rotation difference between HWA and RWA can be better judged, thereby supporting accurate judgment of whether RWA matches the angle change of HWA.

[0123] Correspondingly, the case where the RWA does not match the rotation angle change of the HWA may include: the ratio of the rotation angle difference (or angle difference) between the HWA and the RWA to the angular velocity of the HWA is greater than or equal to the first threshold.

[0124] If the turning angle difference judgment result is greater than or equal to the first threshold, it can be determined that RWA does not match the turning angle change of HWA. Conversely, if the turning angle difference judgment result is less than the first threshold, it can be determined that RWA matches the turning angle change of HWA in terms of turning angle difference judgment.

[0125] In a feasible implementation, the speed direction judgment of the steering wheel steering simulator and the wheel steering actuator can be: judging whether the duration of the inconsistency between the speed direction of HWA and the following direction of RWA (which can be a period of time between the current moment and before the current moment) exceeds a set second threshold.

[0126] Correspondingly, the case where the RWA does not match the rotation angle change of the HWA may include: the duration of inconsistency between the rotation speed direction of the HWA and the following direction of the RWA exceeds a second threshold.

[0127] If the rotation speed direction judgment result exceeds the second threshold, it can be determined that RWA does not match the rotation angle change of HWA. Conversely, if the rotation speed direction judgment result does not exceed the second threshold, it can be determined that RWA matches the rotation angle change of HWA in terms of rotation speed direction judgment.

[0128] In a feasible implementation, the speed difference judgment between the steering wheel steering simulator and the wheel steering actuator can be: judging whether the speed difference between HWA and RWA is greater than or equal to a set third threshold, and judging whether the duration for which the speed difference between HWA and RWA is greater than or equal to the third threshold exceeds a set fourth threshold.

[0129] Correspondingly, the case where RWA does not match the rotation angle change of HWA may include: the rotation speed difference between HWA and RWA is greater than or equal to the third threshold, and the duration of the rotation speed difference between HWA and RWA being greater than or equal to the third threshold exceeds a fourth threshold.

[0130] If the speed difference judgment result is greater than or equal to the third threshold and exceeds the fourth threshold, it can be determined that the RWA does not match the rotation angle change of the HWA. On the contrary, if the speed difference judgment result is greater than or equal to the third threshold but does not exceed the fourth threshold, or the speed difference judgment result is less than the third threshold, it can be determined that in terms of the speed difference judgment, the RWA matches the rotation angle change of the HWA.

[0131] Reasonable following condition judgment is used to determine whether there is indeed an angle tracking anomaly in the HWA and RWA of the wire-controlled steering system in the current state. Only if there is an angle tracking anomaly will the automatic driving controller take over procedure be entered, thus avoiding abnormal takeover actions.

[0132] In one embodiment of the present application, in order to deal with the failure of the wire control steering system caused by the HWA failure, please refer to Figure 6 , the vehicle steering control process may include the following steps:

[0133] like Figure 6 As shown, the vehicle steering control process can mainly include: steering angle command and fault status synchronization stage, handshake stage ①, feedback steering angle stage ②, issuing steering angle command stage ③, wire control steering system failure detection stage ④, and automatic driving controller takeover control stage ⑤.

[0134] Step 600, the steering wheel simulator 61 and the automatic driving controller 63 synchronize the turning angle command and the fault status in real time.

[0135] When the HWA (steering wheel steering simulator) issues a steering angle command to the RWA (wheel steering actuator), it can synchronize the issued steering angle command to the autonomous driving controller in real time. The HWA can also synchronize its own fault status to the autonomous driving controller in real time.

[0136] Step 601 . 1 , the steering wheel simulator 61 shakes hands with the wheel steering actuator 62 .

[0137] Step 601.2, the automatic driving controller 63 shakes hands with the wheel steering actuator 62.

[0138] In a feasible implementation, the first party of the handshake can send a specified handshake request message to the second party, and the second party can feed back a specified handshake reply message to the first party, so as to achieve the handshake purpose of both parties. Feasibly, either party of the handshake can be the first party to initiate the handshake.

[0139] In one embodiment, the handshake operation may be performed in real time. In this embodiment of the present application, the order in which RWA performs handshakes with HWA and the autonomous driving controller may not be limited. Thus, in other embodiments of the present application, step 601.1 and step 601.2 may also be performed simultaneously, or step 601.2 may be performed first and then step 601.1.

[0140] In one embodiment, the successful handshake between RWA and HWA may indicate that the communication connection between RWA and HWA is maintained, and HWA has the ability to control RWA to achieve vehicle steering when the steer-by-wire system is not invalid.

[0141] In one embodiment, a successful handshake between RWA and the autonomous driving controller may indicate that a communication connection is maintained between RWA and the autonomous driving controller, and that the autonomous driving controller has the ability to take over control of RWA to achieve vehicle steering during failure of the wire-controlled steering system.

[0142] In the control mode of the wire steering system, the wire steering system does not fail, and RWA shakes hands with HWA and the autonomous driving controller respectively. The handshake between RWA and HWA serves as the main function handshake, and the handshake between RWA and the autonomous driving controller serves as the backup function handshake, so that when the wire steering system fails, the autonomous driving controller can take over the control of RWA in time.

[0143] Step 602.1: the wheel steering actuator 62 feeds back the current steering angle to the steering wheel steering simulator 61.

[0144] Step 602.2: the wheel steering actuator 62 feeds back the current steering angle to the automatic driving controller 63.

[0145] In one embodiment, the operation of RWA feeding back its own turning angle can be performed in real time. The embodiment of the present application does not limit the order in which RWA feeds back its own turning angle to HWA and the autonomous driving controller respectively. In other embodiments, step 602.1 and step 602.2 can also be performed simultaneously, or step 602.2 can be performed first and then step 602.1.

[0146] In one embodiment, the HWA may perform setting operations according to the turning angle fed back by the RWA in real time, such as steering control verification, etc. If the setting operation is not performed, in another embodiment of the present application, the vehicle steering control process may not include step 602.1, and the RWA may not feed back the current turning angle to the HWA in real time.

[0147] The embodiment of the present application does not limit the order of the operations of synchronous angle command and fault status, handshake, and feedback angle. In other embodiments, these operations can be executed simultaneously or in sequence, and are not limited to Figure 6 The possible execution order is shown in .

[0148] Step 603.1: the steering wheel simulator 61 sends a steering angle instruction to the wheel steering actuator 62.

[0149] For example, when the driver controls the vehicle steering wheel, the HWA can generate a steering angle instruction based on the angle and direction of the driver turning the steering wheel, send the generated steering angle instruction to the RWA, and synchronize the generated steering angle instruction to the automatic driving controller (which can be achieved through step 600).

[0150] Step 603.2, the automatic driving controller 63 sends a backup turning angle instruction to the wheel steering actuator 62, and the backup turning angle instruction is obtained according to the turning angle instruction synchronized with the steering wheel steering simulator 61.

[0151] In the steer-by-wire control mode, the steer-by-wire system is not invalid, and the HWA and the autopilot controller send steering angle commands to the RWA respectively. The steering angle command sent by the autopilot controller is used as the backup steering angle command. Based on this, when the steer-by-wire system is not invalid, the RWA responds to the steering angle command sent by the RWA to achieve vehicle steering, and when the steer-by-wire system fails, it responds to the backup steering angle command sent by the autopilot controller to achieve vehicle steering. This can deal with the vehicle steering control problem when the steer-by-wire system fails.

[0152] In one embodiment, if the steer-by-wire system is not failed, the backup turning angle instruction and the turning angle instruction synchronized with the HWA (i.e., the turning angle instruction sent to the RWA) may be consistent (such as the case of k1=1 described below) or nearly consistent (such as the case of k1≠1 described below), and if the steer-by-wire system fails, the backup turning angle instruction may take into account the impact of the communication failure time on the accuracy of the turning angle instruction, so the backup turning angle instruction and the turning angle instruction synchronized with the HWA may be inconsistent. In this way, the vehicle steering control is realized by the RWA responding to the backup turning angle instruction when the steer-by-wire system fails, which can not only deal with the vehicle steering control problem during the failure of the steer-by-wire system, but also make the vehicle steering control result consistent with the steering control operation performed by the driver when the steer-by-wire system fails, so as to ensure the accurate execution of the vehicle steering.

[0153] In a feasible implementation, the communication failure time may be the time difference (t) between the failure moment of the wire steering system and the moment of switching to the control mode of the autonomous driving system. That is, t seconds after the wire steering system fails, such as a double-point failure of the HWA, or t seconds after the communication between the HWA and the RWA is disconnected, the autonomous driving controller takes over the control of the RWA.

[0154] In a feasible implementation, the failure moment of the steer-by-wire system may be the moment when the failure of the steer-by-wire system is detected.

[0155] In one embodiment of the present application, the automatic driving controller can perform time-based fitting based on the steering angle command synchronized from the HWA and the steering angle fed back by the RWA in real time to obtain the backup steering angle command. Preferably, the steering angle command of the HWA can be obtained based on the torque command of the HWA.

[0156] In one embodiment, the turning angle that RWA can achieve according to the speed capability is θ_R+V_R×t, and the expected turning angle that HWA can achieve according to the speed capability is θ_H+V_R×t, where θ_H represents the turning angle in the turning angle instruction synchronized by HWA, θ_R represents the turning angle fed back by RWA in real time, V_R represents the speed capability of RWA, and t represents the communication failure time.

[0157] V_R may be a parameter used to characterize how fast the RWA can rotate at most. For example, in one embodiment, V_R may be the maximum angular velocity of the RWA. Alternatively, V_R may be a set calibration value.

[0158] It is feasible that the communication failure time can be zero when the steer-by-wire system does not fail.

[0159] In order to consider both the driver's steering intention when a wire control failure occurs and the actual turning angle position that the RWA can achieve, so as to avoid jitter and uneven following caused by excessive tracking angle, the backup turning angle command of the automatic driving controller can be obtained by fitting the difference between the above two turning angles.

[0160] For example, in a feasible implementation, the turning angle ADS_RequestAngle in the backup turning angle command can be obtained according to the following formula (1). Different from the turning angle in the turning angle command issued by the HWA, ADS_RequestAngle is the turning angle required by the autonomous driving system (ADS).

[0161] ADS_RequestAngle=(θ_H+V_R×t)×k1+(θ_R+V_R×t)×k2 (1)

[0162] Among them, ADS_RequestAngle represents the angle in the backup turning angle command, k1 and k2 are both set coefficient values, and k1+k2=1. The larger k1 is, the closer the backup turning angle command of the automatic driving controller is to the driver's switching intention, and the larger k2 is, the smoother the switching from the turning angle command of HWA to the backup turning angle command of the automatic driving controller.

[0163] By considering both the driver's steering intention when a wire control failure occurs and the actual turning angle position that RWA can achieve, a backup turning angle command can be obtained. This ensures the smoothness of intelligent driving taking over human driving, conforms to the driver's intention, and ensures the safety of vehicle driving.

[0164] Step 604, when the first type of failure occurs in the wire-controlled steering system, the wheel steering actuator 62 responds to the backup steering angle command issued by the automatic driving controller 63 to control the vehicle steering. The first type of failure includes: the steering wheel steering simulator 61 fails, the communication between the steering wheel steering simulator 61 and the wheel steering actuator 62 is not disconnected, and the wheel steering actuator 62 does not match the steering angle change of the steering wheel steering simulator 61.

[0165] When HWA fails, if the communication between HWA and RWA is not disconnected, it is still possible to make an attempt to re-control by judging whether RWA still has a trend of continuous tracking when HWA rotates. If the attempt is successful, that is, there is no first type of failure, it can be considered that the wire steering system has not failed, then HWA can be kept in the main function handshake state, the automatic driving controller is in the backup function handshake state, and RWA responds to the turning angle command issued by HWA. If the attempt fails, that is, there is a first type of failure, it can be considered that the wire steering system has failed, then RWA responds to the backup turning angle command issued by the automatic driving controller to achieve vehicle steering control when the wire steering system fails. The automatic driving controller takes over the control of RWA without being affected by whether the communication between the automatic driving controller and HWA remains connected or disconnected.

[0166] Step 605, when the wire-controlled steering system fails, the automatic driving controller 63 sends an automatic driving angle command (or intelligent driving angle command) to the wheel steering actuator 62.

[0167] When the steer-by-wire system fails, the steer-by-wire system control mode can be switched to the autonomous driving system control mode. In the autonomous driving system control mode, the autonomous driving controller can generate an autonomous driving steering angle command in real time based on the autonomous driving function, and send the generated autonomous driving steering angle command to the RWA to take over the control of the RWA.

[0168] After receiving the autonomous driving turning angle command issued by the autonomous driving controller, RWA responds to the autonomous driving turning angle command to control the vehicle steering.

[0169] In one embodiment, the autonomous driving controller takes over control of the RWA when the by-line control fails, until the by-line control fault is rectified and the vehicle returns to a non-failed state, or until the vehicle reaches a preset location planned by the autonomous driving controller through path planning.

[0170] Figure 6 In the illustrated embodiment, the autonomous driving controller can take over steering control when the wire-controlled steering system fails, and after the autonomous driving controller takes over steering control, the RWA can first respond to the backup turning angle command issued by the autonomous driving controller, and then respond to the autonomous driving turning angle command issued by the autonomous driving controller.

[0171] In one feasible implementation, RWA can respond to the backup steering angle command issued by the intelligent driving when the wire-controlled steering system fails for t seconds (or the moment when the intelligent driving starts to take over), and start responding to the automatic driving steering angle command issued by the intelligent driving in real time when the wire-controlled steering system fails for t+x seconds (or the moment when the intelligent driving takes over stably), and during the period from t seconds to t+x seconds after the wire-controlled steering system fails (which can be used as a transition stage from wire-controlled takeover to intelligent driving takeover), the angle command responded by RWA can gradually change from the backup steering angle command to the automatic driving angle command, so that the vehicle angle during this period gradually changes from the angle in the backup steering angle command to the angle in the automatic driving angle command.

[0172] Preferably, the gradient mode may be a linear gradient or a non-linear gradient.

[0173] By using the angle in the backup turning angle command calculated after the failure of the control-by-wire as the initial turning angle after the intelligent driving takes over (i.e., the turning angle when the intelligent driving starts to take over), and using the turning angle in the automatic driving turning angle command as the turning angle at time x after the intelligent driving takes over (i.e., the turning angle when the intelligent driving takes over stably), and gradually transitioning from the backup turning angle to the intelligent driving turning angle, the steering control from the driver's control-by-wire to the intelligent driving control can be transitioned, thereby improving the smoothness of the intelligent driving taking over from human driving.

[0174] Failure of the steer-by-wire system may be caused by a HWA failure or by a disconnection of the communication between HWA and RWA. Figure 6 The vehicle steering control process shown is to deal with the line control failure caused by HWA failure. In another embodiment of the present application, please refer to Figure 7 In order to cope with the failure of the steer-by-wire system caused by the disconnection of HWA and RWA communication, the vehicle steering control process may include the following steps:

[0175] like Figure 7As shown, the vehicle steering control process can mainly include: steering angle command and fault status synchronization stage, handshake stage ①, feedback steering angle stage ②, issuing steering angle command stage ③, wire control steering system failure detection stage ④, and automatic driving controller takeover control stage ⑤.

[0176] Steps 700 to 703 are the same as steps 600 to 603, and can be referred to Figure 6 The related technical description of the illustrated embodiment will not be repeated here for this embodiment.

[0177] Step 704, when the wire control steering system has a second type of failure, the wheel steering actuator 62 responds to the backup steering angle command issued by the automatic driving controller 63 to control the vehicle steering. The second type of failure includes: the communication between the steering wheel steering simulator 61 and the wheel steering actuator 62 is disconnected.

[0178] When the communication between HWA and RWA is disconnected, RWA cannot respond to the steering angle command of HWA, that is, the second type of failure occurs, and it can be considered that the wire steering system fails. Then RWA responds to the backup steering angle command issued by the automatic driving controller to realize the vehicle steering control when the wire steering system fails. The automatic driving controller takes over the control of RWA regardless of whether the communication between the automatic driving controller and HWA is connected or disconnected.

[0179] Step 705 is the same as step 605, and can be referred to Figure 6 The related technical description of the illustrated embodiment will not be repeated here for this embodiment.

[0180] An embodiment of the present application provides a steering control method, which may include: when a vehicle is in a steer-by-wire system control mode, controlling the steering of the vehicle according to a turning angle command of a steering control mechanism in the steer-by-wire system of the vehicle; if failure of the steer-by-wire system is detected, switching the steering control mode of the vehicle from the steer-by-wire system control mode to an automatic driving system control mode; when the vehicle is in the automatic driving system control mode, controlling the steering of the vehicle according to a turning angle command of the automatic driving controller of the vehicle.

[0181] In an embodiment of the present application, the vehicle includes a steer-by-wire system and an automatic driving controller, and the steer-by-wire system includes a steering control mechanism and a steering actuator.

[0182] When the steer-by-wire system fails, the steering control can be transferred from the steer-by-wire system to the automatic driving system, and the vehicle can switch from the steer-by-wire system control mode to the automatic driving system control mode. If the steer-by-wire system is not failed, the steer-by-wire system is the steering control subject, so it responds to the turning angle command of the steering control mechanism to control the steering; if the steer-by-wire system fails, the automatic driving system is the steering control subject, so it responds to the turning angle command of the automatic driving controller to control the steering, which can deal with the problem of steer-by-wire system failure.

[0183] Feasibly, the failure of the steer-by-wire system may indicate the failure of the steer-by-wire function of the steer-by-wire system. The steer-by-wire system does not support the transmission of the steering angle command of the steering control mechanism between the steering control mechanism and the steering actuator (for example, the steering angle command cannot be generated due to a steering control mechanism failure, or the steering angle command cannot be transmitted due to communication interruption), so that the steer-by-wire function cannot be used normally, but the steering actuator is available and not faulty, so as to be able to respond to the angle command issued by the automatic driving controller to control the steering.

[0184] In one embodiment of the present application, the steering control method further includes: determining that the wire steering system is failed when it is detected that the communication between the steering control mechanism and the steering actuator in the wire steering system is disconnected. That is, if the communication between the upper and lower steering systems is disconnected, it means that the wire steering system is failed, so that the intelligent driving can take over the steering control.

[0185] In one embodiment of the present application, the steering control method further includes: determining that the wire steering system fails when a steering control mechanism failure is detected, the communication between the steering control mechanism and the steering actuator in the wire steering system is not disconnected, and the steering actuator does not match the angle change of the steering control mechanism. That is, if the upper steering fails, even if the communication between the upper and lower steering systems is not disconnected, as long as the lower steering cannot continuously follow the angle change of the upper steering, it means that the wire steering system fails, so that the intelligent driving can take over the steering control.

[0186] In one embodiment of the present application, the implementation method of determining that the steering actuator does not match the angle change of the steering control mechanism may be that any of the following conditions is met:

[0187] 1) The ratio of the steering angle difference between the steering control mechanism and the steering actuator to the angular velocity of the steering control mechanism is greater than or equal to a first threshold;

[0188] 2) The duration of inconsistency between the rotation speed direction of the steering control mechanism and the following direction of the steering actuator exceeds a second threshold;

[0189] 3) The rotational speed difference between the steering control mechanism and the steering actuator is greater than or equal to the third threshold, and the duration for which the rotational speed difference between the steering control mechanism and the steering actuator is greater than or equal to the third threshold exceeds a fourth threshold.

[0190] In a feasible implementation, whether the above three conditions are met can be judged in sequence or separately. If any condition is met, it can be determined that the lower steering does not match the turning angle change of the upper steering. If all three conditions are not met, it can be determined that the lower steering matches the turning angle change of the upper steering.

[0191] In one embodiment of the present application, steering of a vehicle is controlled according to a steering angle command of an automatic driving controller of the vehicle, including: steering of the vehicle according to a first steering angle command issued by the automatic driving controller; wherein the first steering angle command is obtained according to a steering angle command synchronized to the automatic driving controller by a steering control mechanism when the vehicle is in a steer-by-wire system control mode.

[0192] Before the line control fails, the turning angle command issued by the upper steering can be synchronized to the automatic driving controller, and the automatic driving controller issues a backup turning angle command based on it as a backup command when the line control fails. When the line control fails, the lower steering can first control the steering based on the backup turning angle command to respond to the line control failure in time.

[0193] In one embodiment of the present application, the first turning angle instruction is also obtained based on the communication failure time; the communication failure time is the time difference between the failure moment of the wire-controlled steering system and the moment of switching to the automatic driving system control mode.

[0194] In one embodiment of the present application, the first turning angle command is obtained according to the first parameter value and the second parameter value; wherein the first parameter value is obtained according to the communication failure time and the turning angle command synchronized by the steering control mechanism to the automatic driving controller; the second parameter value is obtained according to the communication failure time and the turning angle fed back by the steering actuator in the wire control steering system to the automatic driving controller. Exemplarily, the first turning angle command can be obtained by the above formula (1).

[0195] In one embodiment of the present application, a vehicle is steered according to a turning angle command of an automatic driving controller of the vehicle, including: after the vehicle is steered according to a first turning angle command, the vehicle is steered according to a second turning angle command issued by the automatic driving controller; wherein the second turning angle command is obtained according to the automatic driving function of the automatic driving controller.

[0196] After the wire control fails, the autonomous driving controller takes over the steering control, and the steering control can be implemented based on the autonomous driving function.

[0197] An embodiment of the present application provides a steering control method, which is applied to an automatic driving controller of a vehicle. The method may include: when the vehicle is in an automatic driving system control mode, obtaining a turning angle instruction; sending the obtained turning angle instruction to a steering actuator in a wire-controlled steering system of the vehicle; wherein the steering control mode of the vehicle is switched from the wire-controlled steering system control mode to the automatic driving system control mode after the wire-controlled steering system fails.

[0198] In one embodiment of the present application, the steering control method applied to the automatic driving controller also includes: receiving a turning angle instruction synchronized by a steering control mechanism in the steering-by-wire system when the vehicle is in a steering-by-wire system control mode; obtaining the turning angle instruction includes: obtaining a first turning angle instruction according to the turning angle instruction synchronized by the steering control mechanism as the obtained turning angle instruction.

[0199] In one embodiment of the present application, obtaining a turning angle instruction includes: after obtaining a first turning angle instruction, obtaining a second turning angle instruction according to an automatic driving function of an automatic driving controller as the obtained turning angle instruction.

[0200] An embodiment of the present application provides a steering control method, which is applied to a steering control mechanism in a steer-by-wire system of a vehicle. The method may include: when the vehicle is in a steer-by-wire system control mode, obtaining a turning angle command; sending the obtained turning angle command to a steering actuator in the steer-by-wire system; wherein the steering control mode of the vehicle is switched from the steer-by-wire system control mode to the automatic driving system control mode after the steer-by-wire system fails.

[0201] In one feasible implementation, since the steer-by-wire system has failed while the vehicle is in the automatic driving system control mode, the steering control mechanism may not perform the operation of obtaining the turning angle command during this period.

[0202] In one embodiment of the present application, the steering control method applied to the steering control mechanism also includes: synchronizing the acquired turning angle command to the automatic driving controller of the vehicle.

[0203] An embodiment of the present application provides a steering control method, which is applied to a steering actuator in a steer-by-wire system of a vehicle. The method may include: when the vehicle is in a steer-by-wire system control mode, receiving a steering angle command issued by a steering control mechanism in the steer-by-wire system, and executing the steering angle command issued by the steering control mechanism; when the vehicle is in an automatic driving system control mode, receiving a steering angle command issued by an automatic driving controller of the vehicle, and executing the steering angle command issued by the automatic driving controller; wherein the steering control mode of the vehicle is switched from the steer-by-wire system control mode to the automatic driving system control mode after the steer-by-wire system fails.

[0204] In one embodiment of the present application, receiving a turning angle command issued by an automatic driving controller of a vehicle includes: receiving a first turning angle command issued by the automatic driving controller, the first turning angle command being obtained based on the turning angle command synchronized to the automatic driving controller by a steering control mechanism when the vehicle is in a wire-controlled steering system control mode.

[0205] In one embodiment of the present application, receiving a turning angle command issued by an automatic driving controller of a vehicle includes: after receiving a first turning angle command, receiving a second turning angle command issued by the automatic driving controller, the second turning angle command being obtained according to an automatic driving function of the automatic driving controller.

[0206] An embodiment of the present application also provides a vehicle, which includes one or more memories for storing computer program instructions, and one or more processors, wherein when the computer program instructions are executed by one or more processors, the vehicle is triggered to execute the steering control method applied to the vehicle provided in any embodiment of the present application.

[0207] An embodiment of the present application also provides an automatic driving controller for a vehicle, the automatic driving controller comprising one or more memories for storing computer program instructions, and one or more processors, wherein when the computer program instructions are executed by one or more processors, the automatic driving controller is triggered to execute the method steps performed by the automatic driving controller in any method embodiment of the present application.

[0208] An embodiment of the present application also provides a steering control mechanism in a wire-controlled steering system of a vehicle, wherein the steering control mechanism includes one or more memories for storing computer program instructions, and one or more processors, wherein when the computer program instructions are executed by one or more processors, the steering control mechanism is triggered to execute the method steps performed by the steering control mechanism in any method embodiment of the present application.

[0209] An embodiment of the present application also provides a steering actuator in a steer-by-wire system of a vehicle, wherein the steering actuator includes one or more memories for storing computer program instructions, and one or more processors, wherein when the computer program instructions are executed by one or more processors, the steering actuator is triggered to execute the method steps performed by the steering actuator in any method embodiment of the present application.

[0210] The devices, apparatuses, and modules described in the embodiments of the present application may be implemented by computer chips or entities, or by products having certain functions.

[0211] Those skilled in the art will appreciate that the embodiments of the present application may be provided as methods, devices, or computer program products. Therefore, the present application may take the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware. Moreover, the present application may take the form of a computer program product implemented on one or more computer-usable storage media containing computer-usable program code.

[0212] In the several embodiments provided in the present application, if any function is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application, or the part that contributes to the prior art, or the part of the technical solution, can be embodied in the form of a software product, which is stored in a storage medium and includes several instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the method described in each embodiment of the present application.

[0213] Specifically, a computer-readable storage medium is also provided in an embodiment of the present application, in which a computer program is stored. When the computer program runs on a computer, the computer executes the method steps provided in the embodiment of the present application.

[0214] The embodiment of the present application also provides a computer program product, which includes a computer program. When the computer program is run on a computer, the computer executes the method steps provided in the embodiment of the present application.

[0215] In the several embodiments provided in the present application, it should be understood that the disclosed systems, devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic. For example, the division of the units is only a logical function division. There may be other division methods in actual implementation. For example, multiple units or components can be combined or integrated into another system, 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 an indirect coupling or communication connection through some interfaces, devices or units, which can be electrical, mechanical or other forms.

[0216] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0217] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of hardware plus software functional units.

[0218] The integrated unit implemented in the form of a software functional unit can be stored in a computer-readable storage medium. The above-mentioned software functional unit is stored in a storage medium, including a number of instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) or a processor to perform some steps of the method described in each embodiment of the present application. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory, random access memory, disk or optical disk and other media that can store program code.

[0219] In the embodiments of the present application, the terms "include", "comprises" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, commodity or device including a series of elements includes not only those elements, but also includes other elements not explicitly listed, or also includes elements inherent to such process, method, commodity or device. In the absence of further restrictions, an element defined by the sentence "includes a ..." does not exclude the presence of other identical elements in the process, method, commodity or device including the element.

[0220] The present application may be described in the general context of computer-executable instructions executed by a computer, such as program modules. Generally, program modules include routines, programs, objects, components, data structures, etc. that perform specific tasks or implement specific abstract data types. The present application may also be practiced in distributed computing environments where tasks are performed by remote processing devices connected through a communication network. In a distributed computing environment, program modules may be located in local and remote computer storage media, including storage devices.

[0221] Those skilled in the art will appreciate that the various units and algorithm steps described in the embodiments of the present application can be implemented by a combination of electronic hardware, computer software, and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of this application.

[0222] Those skilled in the art can clearly understand that for the convenience and simplicity of description, the same or similar parts between the various embodiments in this application can be referred to each other. For example, the specific working process of the system, device and unit described in the embodiments of this application can refer to the corresponding process in the method embodiment of this application, and will not be repeated here.

[0223] The above description is only a specific embodiment of the present application and is not intended to limit the present application. The protection scope of the present application shall be based on the claims.

Claims

1. A steering control method, characterized in that: include: When the vehicle is in a steer-by-wire system control mode, steering control is performed on the vehicle according to a steering angle command of a steering control mechanism in the steer-by-wire system of the vehicle; If failure of the steer-by-wire system is detected, switching the steering control mode of the vehicle from the steer-by-wire system control mode to the autonomous driving system control mode; When the vehicle is in the automatic driving system control mode, the vehicle is steered according to the turning angle command of the automatic driving controller of the vehicle.

2. The method according to claim 1, characterized in that The step of controlling the vehicle's steering according to the turning angle instruction of the automatic driving controller of the vehicle comprises: Controlling the vehicle's steering according to a first turning angle command issued by the automatic driving controller; Wherein, the first turning angle instruction is obtained according to the turning angle instruction synchronized by the steering control mechanism to the automatic driving controller when the vehicle is in the control mode of the wire-controlled steering system.

3. The method according to claim 2, characterized in that The first turning angle instruction is also obtained according to the communication failure time; The communication failure time is the time difference between the failure moment of the wire-controlled steering system and the moment of switching to the control mode of the automatic driving system.

4. The method according to claim 3, characterized in that: The first turning angle instruction is obtained according to the first parameter value and the second parameter value; Wherein, the first parameter value is obtained according to the communication failure time and the steering angle instruction synchronized by the steering control mechanism to the automatic driving controller; The second parameter value is obtained according to the communication failure time and the steering angle fed back by the steering actuator in the wire control steering system to the automatic driving controller.

5. The method according to any one of claims 2 to 4, characterized in that: The step of controlling the vehicle's steering according to the turning angle instruction of the automatic driving controller of the vehicle comprises: After the vehicle is steered according to the first turning angle instruction, the vehicle is steered according to the second turning angle instruction issued by the automatic driving controller; Among them, the second turning angle instruction is obtained according to the automatic driving function of the automatic driving controller.

6. The method according to any one of claims 1 to 5, characterized in that: The method further comprises: When a disconnection in communication between the steering control mechanism and a steering actuator in the steer-by-wire system is detected, it is determined that the steer-by-wire system has failed.

7. The method according to any one of claims 1 to 6, characterized in that: The method further comprises: The steer-by-wire system is determined to be failed when a fault in the steering mechanism is detected, communication between the steering mechanism and a steering actuator in the steer-by-wire system is not disconnected, and the steering actuator does not match a change in the steering angle of the steering mechanism.

8. The method according to claim 7, characterized in that The method further includes: if the first condition is met, determining that the steering actuator does not match the angle change of the steering control mechanism; The first condition includes: The ratio of the difference between the steering angles of the steering mechanism and the steering actuator to the angular velocity of the steering mechanism is greater than or equal to a first threshold, or, The duration of the inconsistency between the rotation speed direction of the steering mechanism and the following direction of the steering actuator exceeds a second threshold, or, The rotation speed difference between the steering control mechanism and the steering actuator is greater than or equal to a third threshold, and a duration for which the rotation speed difference between the steering control mechanism and the steering actuator is greater than or equal to the third threshold exceeds a fourth threshold.

9. A steering control method, characterized in that: Autonomous driving controllers for transportation, including: When the vehicle is in an automatic driving system control mode, obtaining a turning angle instruction; Sending the acquired turning angle command to a steering actuator in a steer-by-wire system of the vehicle; Among them, the steering control mode of the vehicle is switched from the wire-steering system control mode to the automatic driving system control mode after the wire-steering system fails.

10. The method according to claim 9, characterized in that The method further comprises: receiving a steering angle command synchronized from a steering control mechanism in the steer-by-wire system when the vehicle is in a control mode of the steer-by-wire system; The acquiring of the turning angle instruction comprises: obtaining a first turning angle instruction as the acquired turning angle instruction according to the turning angle instruction synchronized with the steering control mechanism.

11. The method according to claim 10, characterized in that The corner acquisition instruction comprises: After obtaining the first turning angle instruction, a second turning angle instruction is obtained according to the automatic driving function of the automatic driving controller as the acquired turning angle instruction.

12. A steering control method, characterized in that: A steering mechanism used in a steer-by-wire system of a vehicle, comprising: When the vehicle is in a steer-by-wire system control mode, obtaining a turning angle instruction; Sending the acquired turning angle command to the steering actuator in the wire-controlled steering system; Among them, after the wire-controlled steering system fails, the steering control mode of the vehicle is switched from the wire-controlled steering system control mode to the automatic driving system control mode.

13. The method according to claim 12, characterized in that The method further comprises: The acquired turning angle instruction is synchronized to the automatic driving controller of the vehicle.

14. A steering control method, characterized in that: Steering actuators used in steer-by-wire systems for vehicles include: When the vehicle is in a steer-by-wire system control mode, receiving a turning angle command issued by a steering control mechanism in the steer-by-wire system, and executing the turning angle command issued by the steering control mechanism; When the vehicle is in an automatic driving system control mode, receiving a turning angle instruction issued by an automatic driving controller of the vehicle, and executing the turning angle instruction issued by the automatic driving controller; Among them, after the wire-controlled steering system fails, the steering control mode of the vehicle is switched from the wire-controlled steering system control mode to the automatic driving system control mode.

15. The method according to claim 14, characterized in that The receiving a turning angle instruction issued by the automatic driving controller of the vehicle includes: A first turning angle instruction issued by the automatic driving controller is received, wherein the first turning angle instruction is obtained according to the turning angle instruction synchronized by the steering control mechanism to the automatic driving controller when the vehicle is in the wire-controlled steering system control mode.

16. The method according to claim 15, characterized in that The receiving a turning angle instruction issued by the automatic driving controller of the vehicle includes: After receiving the first turning angle instruction, a second turning angle instruction issued by the automatic driving controller is received, where the second turning angle instruction is obtained according to the automatic driving function of the automatic driving controller.

17. A means of transport, characterized in that: The vehicle comprises one or more memories for storing computer program instructions, and one or more processors, wherein when the computer program instructions are executed by the one or more processors, the vehicle is triggered to execute the method according to any one of claims 1-8.

18. An automatic driving controller for a vehicle, characterized in that: The autonomous driving controller includes one or more memories for storing computer program instructions, and one or more processors, wherein, when the computer program instructions are executed by the one or more processors, the autonomous driving controller is triggered to execute the method described in any one of claims 9-11.

19. A steering mechanism in a steer-by-wire system of a vehicle, characterized in that: The steering mechanism comprises one or more memories for storing computer program instructions, and one or more processors, wherein when the computer program instructions are executed by the one or more processors, the steering mechanism is triggered to execute the method according to any one of claims 12-13.

20. A steering actuator in a steer-by-wire system of a vehicle, characterized in that: The steering actuator comprises one or more memories for storing computer program instructions, and one or more processors, wherein when the computer program instructions are executed by the one or more processors, the steering actuator is triggered to execute the method as described in any one of claims 14-16.

21. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is executed on a computer, the computer is enabled to execute the method according to any one of claims 1 to 16.

22. A computer program product, characterized in that The computer program product comprises a computer program, and when the computer program is run on a computer, the computer is caused to perform the method according to any one of claims 1 to 16.

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