Vehicle turning control method, control device, vehicle, and storage medium

Abstract

The application provides a vehicle steering control method, a vehicle steering control device, a vehicle and a computer readable storage medium, and relates to the technical field of steer-by-wire. The method is applied to a steering actuator execution control unit in a system architecture. A column control unit, the steering actuator execution control unit and a steering wheel angle sensor in the system architecture are connected with communication lines. The column control unit is connected with the steering actuator execution control unit. The method comprises the following steps: when the column control unit has a fault, receiving fault information sent by the column control unit, the fault information indicating that the column control unit has a fault; according to the fault information, obtaining a steering wheel angle value of the vehicle collected by the steering wheel angle sensor through the communication line; according to the steering wheel angle value, obtaining a wheel angle value of the vehicle; and according to the wheel angle value, controlling the vehicle to steer. The application can ensure normal steering of the vehicle when the steer-by-wire system fails.

Description

Technical Field

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

[0002] With the continuous development of intelligent vehicles, there is a demand for more flexible vehicle steering. Since there is no mechanical connection between the steering wheel and the wheels (for example, a column connection) in the steer-by-wire system, the vehicle's steering flexibility can be improved.

[0003] However, since there's no column connection in steer-by-wire systems, if the system fails, the driver can't control the vehicle's steering through the steering wheel, making it prone to steering failure. Therefore, preventing steer-by-wire system failure and ensuring the vehicle can steer normally is a pressing issue. Summary of the Invention

[0004] The present application provides a vehicle steering control method, a vehicle steering control device, a vehicle and a computer-readable storage medium. The method can ensure normal steering of the vehicle when a wire-controlled steering system fails.

[0005] In a first aspect, a vehicle steering control method is provided. The method is applied to a steering gear execution control unit in a system architecture, the system architecture including a column control unit, a steering wheel angle sensor, a steering gear execution control unit, and a communication line. The column control unit, the steering gear execution control unit, and the steering wheel angle sensor are respectively connected to the communication line, and the column control unit is connected to the steering gear execution control unit. The method comprises:

[0006] When a fault occurs in the column control unit, fault information sent by the column control unit is received, and the fault information indicates that a fault occurs in the column control unit; based on the fault information, a steering wheel angle value of the vehicle collected by a steering wheel angle sensor is obtained through a communication line; based on the steering wheel angle value, a wheel angle value of the vehicle is obtained; and based on the wheel angle value, the vehicle is controlled to steer.

[0007] In an embodiment of the present application, after the steering gear execution control unit receives the fault information of the column control unit, it obtains the steering wheel angle value of the vehicle collected by the steering wheel angle sensor through the communication line; and obtains the wheel angle value through the steering wheel angle value, and uses the wheel angle value to control the vehicle to steer; due to a fault in the column control unit, the wheel angle value obtained by the steering gear execution control unit through the column control unit may have an error; in this solution, when there is a fault in the column control unit, the steering gear execution control unit can obtain the steering wheel angle value collected by the steering wheel angle sensor, and obtain the corresponding wheel angle value through the steering wheel angle value to control the vehicle to steer; therefore, when there is a fault in the column control unit, the steering gear execution control unit can obtain the steering wheel angle value collected by the steering wheel angle sensor through the communication line, and obtain the wheel angle value required for vehicle steering through the steering wheel angle value; thus, when the wire-controlled steering system fails, it is ensured that the vehicle can steer normally.

[0008] In conjunction with the first aspect, in certain implementations of the first aspect, the tubing string control unit includes a first control system and a second control system, the first control system and the second control system are connected, and the first control system and the second control system are redundant to each other; when a fault occurs in the tubing string control unit, receiving fault information sent by the tubing string control unit includes:

[0009] Obtain the detection results of the first control system and the second control system; if the detection results indicate that there is a fault in the first control system and the second control system, receive the fault information sent by the pipe string control unit.

[0010] In an embodiment of the present application, if the detection results obtained from the first control system and the second control system indicate that there is a fault in both the first control system and the second control system, the steering gear execution control unit can receive the fault information sent by the column control unit; since the steering gear execution control unit receives the fault information that there is a fault in both the first control system and the second control system, the possibility of errors in the wheel angle value obtained by the steering gear execution control unit through the column control unit can be avoided.

[0011] In combination with the first aspect and the above-mentioned implementation methods, in some implementation methods of the first aspect, the wheel angle value includes a first angle value and a second angle value, the first control system corresponds to the first angle value, and the second control system corresponds to the second angle value; if the difference between the first angle value and the second angle value is greater than a preset threshold, the detection result indicates that there is a fault in the first control system and the second control system.

[0012] In an embodiment of the present application, if the difference between the first steering angle value and the second steering angle value is greater than a preset threshold value, the detection result may indicate that there is a fault in the first control system and the second control system; since the difference between the first steering angle value and the second steering angle value is compared with the preset threshold value, when the difference is greater than the preset threshold value, it is determined that there is a fault in the first control system and the second control system, thereby avoiding the phenomenon that if there is a fault in the first control system, it is determined that there is a fault in the second control system, resulting in the steering gear execution control unit being unable to obtain the wheel angle value; therefore, by comparing the difference between the first steering angle value and the second steering angle value with the preset threshold value, it can be ensured that the steering gear execution control unit can timely calculate the corresponding wheel angle value through the steering wheel angle value collected by the steering wheel angle sensor, thereby ensuring that the vehicle can normally steer based on the wheel angle value.

[0013] In combination with the first aspect and the above-mentioned implementations, in certain implementations of the first aspect, the steering gear execution control unit includes a first execution system and a second execution system, the first execution system and the second execution system are connected, the first execution system and the second execution system are respectively connected to a communication line, and the first execution system and the second execution system are redundant to each other; obtaining a steering wheel angle value of the vehicle collected by a steering wheel angle sensor through the communication line based on fault information includes:

[0014] Determine whether the first execution system or the second execution system has a fault; if the first execution system has a fault, the second execution system obtains the steering wheel angle value collected by the steering wheel angle sensor through the communication line; or if the second execution system has a fault, the first execution system obtains the steering wheel angle value collected by the steering wheel angle sensor through the communication line.

[0015] In an embodiment of the present application, since the first execution system and the second execution system are redundant with each other, when there is a fault in the first execution system, the steering wheel angle value collected by the steering wheel angle sensor can be obtained through the redundant system (i.e., the second execution system); or, when there is a fault in the second execution system, the steering wheel angle value collected by the steering wheel angle sensor can be obtained through the redundant system (i.e., the first execution system); to ensure that the wheel angle value can be calculated normally, thereby ensuring that the vehicle can steer normally based on the wheel angle value.

[0016] In combination with the first aspect and the foregoing implementations, in certain implementations of the first aspect, determining whether the first execution system or the second execution system has a fault includes:

[0017] If the wheel angle values ​​received by the first execution system and the wheel angle values ​​received by the second execution system are different, it is determined that a fault exists in the first execution system and / or the second execution system.

[0018] In an embodiment of the present application, if the wheel angle values ​​received by the first execution system and the second execution system are different, it is determined that there is a fault in the first execution system and / or the second execution system; since the wheel angle values ​​sent by the column control unit to the first execution system and the second execution system are the same, if the wheel angle values ​​received by the first execution system and the second execution system are different, it may indicate that there is a possible fault in the first execution system and / or the second execution system; therefore, if the wheel angle values ​​received by the first execution system and the second execution system are different after verification, it can be determined that there is a fault in the first execution system and / or the second execution system, thereby improving the accuracy of fault judgment of the first execution system or the second execution system.

[0019] In combination with the first aspect and the above implementations, in some implementations of the first aspect, the method further includes:

[0020] If both the first execution system and the second execution system fail, the vehicle is controlled to execute a preset strategy, which includes controlling the vehicle to brake.

[0021] In an embodiment of the present application, when both the first execution system and the second execution system fail, it indicates that the vehicle steering cannot proceed normally. In order to ensure the driving safety of the vehicle, the vehicle brakes can be controlled to stop the vehicle. Since the vehicle brakes are controlled to stop the vehicle when both the first execution system and the second execution system fail, the risk of steering loss control caused by the vehicle continuing to drive when both the first execution system and the second execution system fail can be avoided. Therefore, when both the first execution system and the second execution system fail, the vehicle brakes are controlled to stop the vehicle, which can improve the driving safety of the vehicle.

[0022] In combination with the first aspect and the above implementations, in some implementations of the first aspect, the method further includes:

[0023] If there is a fault in the first control system and / or the second control system, a first prompt message is sent; and / or if there is a fault in the first execution system and / or the second execution system, a second prompt message is sent.

[0024] In an embodiment of the present application, when a fault occurs in the first control system and / or the second control system, a first prompt message can be sent to enable the user to promptly grasp the working status of the first control system and / or the second control system; after obtaining the prompt message that a fault occurs in the first control system and / or the second control system, the vehicle can be safely operated in a timely manner, for example, the first control system and / or the second control system can be repaired, thereby ensuring that there is no fault in the first control system and / or the second control system, and the wheel angle value can be sent normally to the steering gear execution control unit.

[0025] In addition, in an embodiment of the present application, when there is a fault in the first execution system and / or the second execution system, by sending a second prompt message, the user can promptly grasp the working status of the first execution system and / or the second execution system. After obtaining the prompt message that there is a fault in the first execution system and / or the second execution system, the user can promptly perform safe operations on the vehicle; for example, the first execution system and / or the second execution system can be repaired to ensure that there is no fault in the first execution system and / or the second execution system, thereby ensuring that the vehicle can steer normally.

[0026] In a second aspect, a vehicle control device is provided, the device comprising: one or more system architectures; the system architecture executes the method of the first aspect or any possible implementation of the first aspect. The system architecture comprises a receiving module, a collecting module, an acquiring module, and a control module. The receiving module is used to receive fault information sent by the column control unit when there is a fault in the column control unit, the fault information indicating that there is a fault in the column control unit; the acquiring module is used to acquire the steering wheel angle value of the vehicle acquired by the steering wheel angle sensor through a communication line based on the fault information; the acquiring module is used to obtain the wheel angle value of the vehicle based on the steering wheel angle value; and the control module is used to control the steering of the vehicle based on the wheel angle value.

[0027] In combination with the second aspect, in certain implementations of the second aspect, the receiving module is specifically used to: obtain detection results of the first control system and the second control system; if the detection results indicate that there is a fault in the first control system and the second control system, receive fault information sent by the tubing control unit.

[0028] In combination with the second aspect and the above-mentioned implementation methods, in some implementation methods of the second aspect, the wheel angle value includes a first angle value and a second angle value, the first control system corresponds to the first angle value, and the second control system corresponds to the second angle value; if the difference between the first angle value and the second angle value is greater than a preset threshold, the detection result indicates that there is a fault in the first control system and the second control system.

[0029] In combination with the second aspect and the above-mentioned implementation methods, in some implementation methods of the second aspect, the acquisition module is specifically used to: determine whether there is a fault in the first execution system or the second execution system; if there is a fault in the first execution system, the second execution system obtains the steering wheel angle value collected by the steering wheel angle sensor through the communication line; or, if there is a fault in the second execution system, the first execution system obtains the steering wheel angle value collected by the steering wheel angle sensor through the communication line.

[0030] In combination with the second aspect and the above-mentioned implementation manner, in some implementation manners of the second aspect, the acquisition module is specifically used to: if the wheel angle values ​​received by the first execution system and the second execution system are different, determine that there is a fault in the first execution system and / or the second execution system.

[0031] In combination with the second aspect and the above-mentioned implementations, in some implementations of the second aspect, the control module is further used to: if both the first execution system and the second execution system have faults, control the vehicle to execute a preset strategy, the preset strategy including controlling the vehicle to brake.

[0032] In combination with the second aspect and the above-mentioned implementation methods, in some implementation methods of the second aspect, the device also includes a sending module for sending a first prompt message if there is a fault in the first control system and / or the second control system; and / or, if there is a fault in the first execution system and / or the second execution system, sending a second prompt message.

[0033] In a third aspect, a vehicle is provided, comprising a memory and a processor. The memory is configured to store executable program code, and the processor is configured to retrieve and execute the executable program code from the memory, so that the vehicle executes the method of the first aspect or any possible implementation of the first aspect.

[0034] In a fourth aspect, a computer program product is provided, comprising: a computer program code, which, when executed on a computer, enables the computer to execute the method in the first aspect or any possible implementation of the first aspect.

[0035] In a fifth aspect, a computer-readable storage medium is provided, which stores a computer program code. When the computer program code runs on a computer, the computer executes the method in the above-mentioned first aspect or any possible implementation of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] Figure 1 This is a schematic diagram of the architecture of a vehicle steering device provided in an embodiment of the present application;

[0037] Figure 2 1 is a flow chart of a method for controlling vehicle steering provided in an embodiment of the present application;

[0038] Figure 3 This is a schematic diagram of the fault prompt information provided by the embodiment of the present application;

[0039] Figure 4 1 is a schematic structural diagram of a vehicle steering control device provided in an embodiment of the present application;

[0040] Figure 5 It is a schematic structural diagram of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0041] The following will clearly and thoroughly describe the technical solutions in this application in conjunction with the accompanying drawings. In the description of the embodiments of this application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of this application, "multiple" means two or more than two.

[0042] In the following, the terms "first" and "second" are used for descriptive purposes only and should not be understood to imply or suggest relative importance or implicitly indicate the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0043] The continuous advancement of vehicle intelligence is driving the demand for greater steering flexibility. Since steer-by-wire systems lack a mechanical connection between the steering wheel and wheels (e.g., a column connection), this improves steering flexibility. However, the absence of a column connection prevents the driver from controlling the vehicle's steering through the steering wheel if the steer-by-wire system fails, making it susceptible to steering failure.

[0044] In order to solve the problem that a vehicle cannot steer after a steer-by-wire system fails, the present application proposes a vehicle steering control method, a vehicle steering control device, a vehicle, and a computer-readable storage medium.

[0045] The following combination Figures 1 to 3 The vehicle steering control method provided in the embodiment of the present application is described in detail.

[0046] Figure 1 Schematic diagram of the architecture of a vehicle steering device provided in an embodiment of the present application.

[0047] For example, Figure 1 As shown, the vehicle steering device may include: a column control unit 110, a steering gear execution control unit 120, a steering wheel angle sensor 130, a communication line (e.g., a Controller Area Network (CAN)) 1 and a communication line 2. The column control unit 110 and the steering gear execution control unit 120 are connected, and the column control unit 110, the steering gear execution control unit 120, and the steering wheel angle sensor 130 are connected to the communication line 1 and the communication line 2, respectively.

[0048] The column control unit 110 can be used to obtain the vehicle speed value collected by the vehicle speed sensor and the steering wheel angle value collected by the steering wheel angle sensor configured by itself, and obtain the corresponding wheel angle value based on the vehicle speed value and the steering wheel angle value, and the wheel angle value can be sent to the steering gear execution control unit 120 via a communication line and / or a private CAN, or the column control unit 110 can also obtain the vehicle speed value and steering wheel angle value through the communication line. The column control unit 110 includes a first control system 111 and a second control system 112. The first control system 111 and the second control system 112 are redundant and have the same functions as the column control unit 110. Specifically, the first control system 111 and the second control system 112 can also be used to obtain a vehicle speed value collected by a vehicle speed sensor and a steering wheel angle value collected by a steering wheel angle sensor configured therein, and obtain corresponding wheel angle values ​​based on the vehicle speed and steering wheel angle values. The wheel angle values ​​are then sent to a corresponding execution system in the steering gear execution control unit 120. Alternatively, the first control system 111 and the second control system 112 can also obtain the vehicle speed value collected by the vehicle speed sensor and the steering wheel angle value collected by the steering wheel angle sensor 130 via a communication line. Furthermore, the first control system 111 and the second control system 112 can communicate with each other and perform verification after obtaining the wheel angle values ​​to determine whether the obtained wheel angle values ​​meet an error range, thereby determining whether there is a fault in the first control system 111 and / or the second control system 112.

[0049] The steering control unit 120 can be configured to control the motor to output a torque corresponding to the wheel angle value based on the received wheel angle value, thereby controlling the vehicle to steer. The steering control unit 120 includes a first actuator system 121 and a second actuator system 122. The first actuator system 121 and the second actuator system 122 are redundant and have the same functionality as the steering control unit 120. Specifically, the first actuator system 121 and the second actuator system 122 can also control their corresponding motors to output a torque corresponding to the wheel angle value based on the received wheel angle value, thereby controlling the vehicle to steer. Furthermore, the first actuator system 121 and the second actuator system 122 can communicate with each other and, after receiving the wheel angle value, perform a check to determine whether the wheel angle values ​​received by each are the same, thereby determining whether there is a fault in the first actuator system 121 and / or the second actuator system 122.

[0050] The steering wheel angle sensor 130 may be used to collect the current steering wheel angle value of the vehicle (which may be referred to as “steering wheel angle value”) and send the collected steering wheel angle value to the communication line 1 and / or the communication line 2 .

[0051] Communication line 1 and communication line 2 are redundant with each other, and can be used to obtain the vehicle speed value collected by the vehicle speed sensor and the steering wheel angle value collected by the steering wheel angle sensor 130 in the vehicle, and send the obtained vehicle speed value and steering wheel angle value to the column control unit 110, or the steering wheel angle value can also be sent to the steering gear execution control unit 120, so that the steering gear execution control unit 120 can calculate the current wheel angle value of the vehicle based on the steering wheel angle value, that is, the steering wheel angle value and the wheel angle value are one-to-one corresponding.

[0052] Optionally, the first control system 111 and the first execution system 121 can be connected via a private CAN1; since the transmission speed of the private CAN is 2ms, which is much smaller than the transmission speed of the vehicle CAN (e.g., communication line) of 10ms, information transmission between the first control system 111 and the first execution system 121 can be realized via the private CAN1, thereby improving the information transmission speed between the first control system 111 and the first execution system 121, thereby improving the steering efficiency of the vehicle; and, the private CAN1 can ensure the independence of information transmission between the first control system 111 and the first execution system 121, thereby avoiding interference of other non-steering information (e.g., door status information) with vehicle steering.

[0053] Optionally, the second control system 112 and the second execution system 122 can be connected via a private CAN2 to increase the information transmission speed between the second control system 112 and the second execution system 122, thereby improving the steering efficiency of controlling the vehicle; and the private CAN2 can ensure the independence of information transmission between the second control system 112 and the second execution system 122, and can also avoid interference with vehicle steering from other non-steering information.

[0054] It should be understood that the communication line can also be a Local Interconnect Network (LIN) bus connection, a Flex Ray Consortium (Flex Ray) bus connection, or a Media Oriented Systems Transport (MOST) bus connection. Each connection method corresponds to a communication method, namely, CAN bus communication, LIN bus communication, Flex Ray bus communication, and MOST bus communication, and this embodiment of the application does not limit this.

[0055] Figure 2 This is a flow chart of the vehicle steering control method provided by the embodiment of the present application. Figure 1 The steering device execution control unit in the system architecture shown, that is, the method can be performed by Figure 1 The steering control unit in the control is executed.

[0056] For example, Figure 2 As shown, the method 200 includes the following implementation process:

[0057] S210: When a fault occurs in the tubing string control unit, receive fault information sent by the tubing string control unit.

[0058] The fault information may indicate that a fault exists in the tubing control unit, and may include information indicating that both the first control system and the second control system have faults, or may include information indicating that either the first control system or the second control system has faults.

[0059] For example, when a fault occurs in the column control unit, the steering gear execution control unit may receive fault information sent by the column control unit, and the fault information indicates that both the first control system and the second control system have faults.

[0060] For example, since communication line 1 and communication line 2 are redundant, if there is a fault in communication line 2, the column control unit can obtain the vehicle's current speed and steering wheel angle value through communication line 1; or if there is a fault in communication line 1, the column control unit can obtain the vehicle's current speed and steering wheel angle value through communication line 2.

[0061] Furthermore, the current vehicle speed value, steering wheel angle value and wheel angle value are calibrated multiple times. The corresponding relationship between the vehicle speed value, steering wheel angle value and wheel angle value is shown in Table 1.

[0062] Table 1

[0063]

[0064] From Table 1, it can be seen that there is a corresponding wheel angle value between each steering wheel angle value and each vehicle speed value. For example, if the steering wheel angle value is 0 degrees and the vehicle speed value is 0 km / h, the corresponding wheel angle value is 0.00 degrees; if the steering wheel angle value is 0.5 degrees and the vehicle speed value is 0 km / h, the corresponding wheel angle value is 0.05 degrees... If the steering wheel angle value is 50 degrees and the vehicle speed value is 80 km / h, the corresponding wheel angle value is 3.92 degrees. Similar expressions are the same as above and will not be repeated here. From Table 1, the following conclusions can be drawn:

[0065] (1) If the steering wheel angle value is 0 degrees, and the vehicle speed value is 0 km / h, 20 km / h...100 km / h, the corresponding wheel angle value is 0.00 degrees; that is, when the steering wheel angle value is 0 degrees, the wheel angle value is always 0.00 degrees, and the size of the vehicle speed value does not affect the wheel angle value.

[0066] (2) If the steering wheel angle value is 0 degrees and the vehicle speed value is 0 km / h, the corresponding wheel angle value is 0.00 degrees; if the steering wheel angle value is 0.5 degrees and the vehicle speed value is 0 km / h, the corresponding wheel angle value is 0.05 degrees... If the steering wheel angle value is 450 degrees and the vehicle speed value is 0 km / h, the corresponding wheel angle value is 34 degrees, that is, when the vehicle speed value is 0 km / h, the wheel angle value can increase with the increase of the steering wheel angle value; at the same time, this rule is also applicable to vehicle speed values ​​of 20 km / h, 40 km / h...100 km / h, etc.

[0067] (3) If the steering wheel angle is 50 degrees and the vehicle speed is 0 km / h, the corresponding wheel angle is 4.93 degrees; if the steering wheel angle is 50 degrees and the vehicle speed is 20 km / h, the corresponding wheel angle is 4.93 degrees; if the steering wheel angle is 50 degrees and the vehicle speed is 40 km / h, the corresponding wheel angle is 4.51 degrees; if the steering wheel angle is 50 degrees and the vehicle speed is 60 km / h, the corresponding wheel angle is 4. .17 degrees; if the steering wheel angle value is 50 degrees and the vehicle speed value is 80Km / h, the corresponding wheel angle value is 3.92 degrees; if the steering wheel angle value is 50 degrees and the vehicle speed value is 100Km / h, the corresponding wheel angle value is 3.18 degrees; that is, when the steering wheel angle value is 50 degrees, the wheel angle value can decrease with the increase of the vehicle speed value; at the same time, this rule is also applicable to steering wheel angle values ​​of 0.5 degrees, 3 degrees, 200 degrees and 400 degrees.

[0068] (4) If the steering wheel angle value is 450 degrees, and the vehicle speed value is 0 km / h, 20 km / h...100 km / h, the corresponding wheel angle value is 34.00 degrees; that is, when the steering wheel angle value is 450 degrees, the wheel angle value has a limit value, such as 34.00 degrees, and the size of the vehicle speed value does not affect the wheel angle value.

[0069] It should be understood that all the data in Table 1 are obtained by multiple calibrations of the vehicle's current speed value, steering wheel angle value, and wheel angle value, and are related to the vehicle model and driving environment. All the data in Table 1 are only for illustrative purposes and are related to the calibration data. The embodiments of this application do not limit this.

[0070] Optionally, the first control system and the second control system in the column control unit can obtain the current wheel angle value of the vehicle by looking up the vehicle speed value and the steering wheel angle value in Table 1. For example, when the vehicle speed value is 80 km / h and the steering wheel angle value is 50 degrees, the corresponding wheel angle value is 3.92 degrees.

[0071] Exemplarily, the wheel angle value includes a first angle value and a second angle value, the first control system corresponds to the first angle value, and the second control system corresponds to the second angle value; if the difference between the first angle value and the second angle value is greater than a preset threshold, the detection result indicates that there is a fault in the first control system and the second control system. It should be understood that if the difference between the first angle value and the second angle value is greater than the preset threshold, it can be indicated that there is a fault in the first control system and / or the second control system, but it cannot be determined whether the fault is in the first control system and / or the second control system; therefore, in order to avoid the phenomenon of determining that there is a fault in the second control system when there is a fault in the first control system, resulting in the steering gear execution control unit being unable to obtain the wheel angle value; in this embodiment of the present application, if the difference between the first angle value and the second angle value is greater than the preset threshold, it indicates that there is a fault in both the first control system and the second control system.

[0072] Among them, the detection result can indicate whether the results of the verification after the first control system and the second control system each look up the table in Table 1 to obtain the wheel angle value are greater than a preset threshold (for example, 0.03 degrees); and, in order to improve the accuracy of the detection result, the preset threshold can be set to a smaller value, for example, 0.02 degrees or 0.03 degrees, which is not limited to this in the embodiment of the present application.

[0073] Referring to Table 1, if the first control system is at a vehicle speed of 20 km / h and a steering wheel angle of 3 degrees, the corresponding wheel angle value obtained by looking up Table 1 is 0.30 degrees; and if the second control system is at a vehicle speed of 20 km / h and a steering wheel angle of 3 degrees, the corresponding wheel angle value obtained by looking up Table 1 is 0.27 degrees; in order to ensure the accuracy of controlling vehicle steering, the first control system and the second control system can verify the wheel angle values ​​obtained respectively. For example, the second control system can send the obtained wheel angle value of 0.27 degrees to the first control system. The first control system calculates that the difference between the wheel angle values ​​0.30 and 0.27 is equal to the preset threshold value 0.03 degrees, which indicates that there is no fault in both the first control system and the second control system. That is, if the difference between the first angle value and the second angle value is less than or equal to the preset threshold, the corresponding detection result can indicate that there is no fault in both the first control system and the second control system.

[0074] Furthermore, if it is determined that neither the first control system nor the second control system has any faults, the first control system can send the wheel angle value of 0.30 degrees obtained by itself to the second control system, so that the first control system and the second control system simultaneously send the wheel angle value of 0.30 degrees to the steering gear execution control unit via the private CAN. In other words, if neither the first control system nor the second control system has any faults, the first control system can be used as the main control system and the second control system as the secondary control system, and the steering gear execution control unit can control the motor to output the torque corresponding to the wheel angle value of 0.30 degrees through the wheel angle value of 0.30 degrees obtained by the first control system to control the vehicle to steer, that is, the first control system and the second control system should send the same wheel angle value to the steering gear execution control unit. It should be understood that the second control system can also be used as the main control system and the first control system as the secondary control system, and this embodiment of the application does not limit this.

[0075] Referring to Table 1, if the first control system is at a vehicle speed of 20 km / h and a steering wheel angle of 3 degrees, the corresponding wheel angle value obtained by looking up Table 1 is 0.30 degrees; and the second control system is at a vehicle speed of 20 km / h and a steering wheel angle of 3 degrees, the corresponding wheel angle value obtained by looking up Table 1 is 0.25 degrees; the second control system can send the obtained wheel angle value of 0.25 degrees to the first control system, and the first control system calculates that the difference between the wheel angle values ​​0.30 and 0.25 is greater than the preset threshold value 0.03 degrees, which indicates that there is a fault in the first control system and / or the second control system; and from the above statement, if the difference between the first angle value and the second angle value is greater than the preset threshold value, it indicates that there are faults in both the first control system and the second control system, that is, if the difference between the first angle value and the second angle value is greater than the preset threshold value, the corresponding detection result can indicate that there are faults in both the first control system and the second control system.

[0076] In an embodiment of the present application, if the difference between the first steering angle value and the second steering angle value is greater than a preset threshold value, the detection result may indicate that there is a fault in the first control system and the second control system; since the difference between the first steering angle value and the second steering angle value is compared with the preset threshold value, when the difference is greater than the preset threshold value, it is determined that there is a fault in the first control system and the second control system, thereby avoiding the phenomenon that if there is a fault in the first control system, it is determined that there is a fault in the second control system, resulting in the steering gear execution control unit being unable to obtain the wheel angle value; therefore, by comparing the difference between the first steering angle value and the second steering angle value with the preset threshold value, it can be ensured that the steering gear execution control unit can timely calculate the corresponding wheel angle value through the steering wheel angle value collected by the steering wheel angle sensor, thereby ensuring that the vehicle can normally steer based on the wheel angle value.

[0077] Optionally, if the difference between the first steering angle value and the second steering angle value is greater than a preset threshold, the first control system and / or the second control system can self-check to determine the source of the fault, that is, determine that the fault exists in the first control system and / or the second control system, or the first control system and / or the second control system can perform self-check in real time to determine the source of the fault; since the first control system and the second control system in the column control unit are redundant with each other, if the first control system finds that it has a fault through self-check, it can send the fault information to the second control system, so that the second control system sends the wheel angle value (for example, 0.27) obtained by itself directly to the second execution system in the steering gear execution control unit through the private CAN2, and the second execution system then sends the wheel angle value to the first execution system, so that the first execution system and the second execution system control the motor to output the torque corresponding to the wheel angle value according to the wheel angle value to control the vehicle to steer.

[0078] Alternatively, if the second control system discovers a fault through self-inspection, it can send the fault information to the first control system, so that the first control system sends the wheel angle value (for example, 0.30) obtained by itself directly to the first execution system in the steering gear execution control unit through the private CAN1. The first execution system then sends the wheel angle value to the second execution system, so that the first execution system and the second execution system control the motor to output the torque corresponding to the wheel angle value according to the wheel angle value to control the vehicle to steer.

[0079] For example, if there is a fault in the first control system and / or the second control system, a first prompt message may be sent.

[0080] Among them, the first prompt information can be used to indicate that there is a fault in the first control system and / or the second control system, and the reminder method can display the fault information on the display interface of the instrument panel in the vehicle, or the instrument panel lights up a yellow light, or displays relevant text reminders on the display interface of the vehicle screen, etc. For example, there is a fault in the first control system, and the embodiment of the present application does not limit this.

[0081] Figure 3 This is a schematic diagram of the fault prompt information provided in the embodiment of the present application.

[0082] For example, Figure 3 As shown, Figure 3 The display interface 310 of the instrument panel shown in (a) may display a fault prompt mark 311, which may be used to prompt the user that there is a fault in the first control system and / or the second control system; it should be understood that the fault prompt mark 311 is only an example illustration and may also be a prompt mark of other patterns, and different prompts may correspond to fault information of different systems.

[0083] For example, Figure 3 The display interface 320 of the vehicle screen shown in (b) can display fault prompt information; for example, there are faults in both the first control system and the second control system, or there is a fault in the second control system, or there is a fault in the first control system.

[0084] For example, if both the first control system and the second control system have faults, a fault prompt mark 311 can be displayed to the user on the instrument panel so that the user can promptly know that both the first control system and the second control system have faults and can promptly repair the vehicle's steering device.

[0085] In an embodiment of the present application, when a fault occurs in the first control system and / or the second control system, a first prompt message can be sent to enable the user to promptly grasp the working status of the first control system and / or the second control system; after obtaining the prompt message that a fault occurs in the first control system and / or the second control system, the vehicle can be safely operated in a timely manner, for example, the first control system and / or the second control system can be repaired, thereby ensuring that there is no fault in the first control system and / or the second control system, and the wheel angle value can be sent normally to the steering gear execution control unit.

[0086] Exemplarily, detection results of the first control system and the second control system are obtained; if the detection results indicate that both the first control system and the second control system have faults, the steering gear execution control unit can receive fault information sent by the column control unit.

[0087] Optionally, if the detection results obtained from the first control system and the second control system indicate that both the first control system and the second control system have a fault, the column control unit may transmit the fault information to the steering gear execution control unit so that the steering gear execution control unit receives the fault information. Alternatively, the column control unit may transmit the wheel angle value obtained by the first control system to the steering gear execution control unit. Because the wheel angle values ​​obtained by the first control system and the second control system are calibrated, even if the difference in wheel angle values ​​is greater than a preset threshold, the wheel angle value is highly accurate. In the event of a fault in the first control system and / or the second control system, the wheel angle values ​​obtained by the first control system and the second control system may be compared, and the smaller wheel angle value may be transmitted to the steering gear execution control unit so that the steering gear execution control unit controls the vehicle steering according to the smaller wheel angle value. This can prevent the vehicle from driving straight while turning and reduce the risk of steering failure or oversteering.

[0088] In an embodiment of the present application, if the detection results obtained from the first control system and the second control system indicate that there is a fault in both the first control system and the second control system, the steering gear execution control unit can receive the fault information sent by the column control unit; since the steering gear execution control unit receives the fault information that there is a fault in both the first control system and the second control system, the possibility of errors in the wheel angle value obtained by the steering gear execution control unit through the column control unit can be avoided.

[0089] S220 , according to the fault information, obtaining a steering wheel angle value of the vehicle collected by a steering wheel angle sensor through a communication line.

[0090] For example, the steering gear execution control unit can determine that there is a fault in the column control unit based on the fault information received; if there is a fault in the column control unit, there may be errors in the wheel angle value obtained by the steering gear execution control unit through the column control unit; in order to ensure the normal steering of the vehicle, the steering gear execution control unit can obtain the steering wheel angle value collected by the steering wheel angle sensor in the vehicle through the communication line.

[0091] Optionally, before obtaining the steering wheel angle value of the vehicle collected by the steering wheel angle sensor through the communication line, the first execution system and the second execution system in the steering gear execution control unit can be verified to determine whether there is a fault in the first execution system and the second execution system; specifically, whether there is a fault in the first execution system and the second execution system can be determined by whether the wheel angle values ​​obtained at the previous moment of the current moment are the same. If the wheel angle values ​​obtained at the previous moment of the current moment are the same, it can be determined that there is no fault in the first execution system and the second execution system; if the wheel angle values ​​obtained at the previous moment of the current moment are different, it can be determined that there is a fault in the first execution system and / or the second execution system.

[0092] Alternatively, if the wheel angle values ​​acquired at the current moment are different from those acquired at the previous moment, the first execution system and the second execution system may also perform self-tests to determine whether they have a fault. Alternatively, the first execution system and the second execution system may also perform real-time self-tests to determine whether they have a fault.

[0093] In an embodiment of the present application, if the wheel angle values ​​received by the first execution system and the second execution system are different, it is determined that there is a fault in the first execution system and / or the second execution system; since the wheel angle values ​​sent by the column control unit to the first execution system and the second execution system are the same, if the wheel angle values ​​received by the first execution system and the second execution system are different, it may indicate that there is a possible fault in the first execution system and / or the second execution system; therefore, if the wheel angle values ​​received by the first execution system and the second execution system are different after verification, it can be determined that there is a fault in the first execution system and / or the second execution system, thereby improving the accuracy of fault judgment of the first execution system or the second execution system.

[0094] For example, since the first and second control systems in the steering gear control unit are redundant, if both the first and second control systems in the column control unit fail, and the first control system fails, the first control system can send the failure information to the second control system, allowing the second control system to obtain the steering wheel angle value collected by the steering wheel angle sensor via the communication line. Alternatively, if both the first and second control systems in the column control unit fail, and the second control system fails, the second control system can send the failure information to the first control system, allowing the first control system to obtain the steering wheel angle value collected by the steering wheel angle sensor via the communication line. In other words, if both the first and second control systems in the column control unit fail, the steering wheel angle value collected by the steering wheel angle sensor can be obtained via the first control system and / or the second control system via the communication line.

[0095] In an embodiment of the present application, since the first execution system and the second execution system are redundant with each other, when there is a fault in the first execution system, the steering wheel angle value collected by the steering wheel angle sensor can be obtained through the redundant system (i.e., the second execution system); or, when there is a fault in the second execution system, the steering wheel angle value collected by the steering wheel angle sensor can be obtained through the redundant system (i.e., the first execution system); to ensure that the wheel angle value can be calculated normally, thereby ensuring that the vehicle can steer normally based on the wheel angle value.

[0096] Illustratively, if there is a fault in the first execution system and / or the second execution system, a second prompt message may be sent.

[0097] The second prompt information may be used to indicate a fault in the first execution system and / or the second execution system, and the prompting method may be the same as or different from the prompting method of the first prompt information. For example, the fault information may be displayed on the display interface of the vehicle instrument panel, or a related text prompt may be displayed on the display interface of the vehicle computer screen, or a voice prompt may be provided, such as indicating a fault in the first execution system. This embodiment of the present application is not limited to this.

[0098] For example, Figure 3 The display interface 330 of the vehicle screen shown in (c) can display fault prompt information, for example, both the first execution system and the second execution system have faults, or the second execution system has faults, or the first execution system has faults.

[0099] For example, if both the first execution system and the second execution system have faults, a text message "Both the first execution system and the second execution system have faults" can be displayed to the user on the display interface 330, so that the user can promptly learn that there are faults in the first execution system and the second execution system, so as to promptly inspect and repair the vehicle's steering device.

[0100] In an embodiment of the present application, when a fault occurs in the first execution system and / or the second execution system, the second prompt information can be sent to enable the user to promptly grasp the working status of the first execution system and / or the second execution system. After obtaining the prompt information that the first execution system and / or the second execution system has a fault, the user can promptly perform safe operations on the vehicle; for example, the first execution system and / or the second execution system can be repaired to ensure that there is no fault in the first execution system and / or the second execution system, thereby ensuring that the vehicle can steer normally.

[0101] S230: Obtain a wheel angle value of the vehicle according to the steering wheel angle value.

[0102] For example, after the steering gear execution control unit obtains the steering wheel angle value through S220, it can calculate the wheel angle value according to the steering ratio of the steering wheel angle value and the wheel angle value.

[0103] Optionally, since there is a steering ratio between the wheel angle value and the steering wheel angle, the wheel angle value can be calculated by obtaining the vehicle's current steering wheel angle value. The specific calculation formula is: wheel angle value = steering wheel angle value ÷ steering ratio. For example, if the vehicle's steering ratio is 16 and the steering wheel angle value is 400, the calculation result is: wheel angle value = 400 ÷ 16 = 25. It should be understood that the steering ratio can also be 12 or 8, depending on the vehicle model, and this embodiment of the application is not limited to this.

[0104] Optionally, if there is a fault in the first execution system, the second execution system may calculate the wheel angle value based on the steering wheel angle value acquired by the steering wheel angle sensor.

[0105] Optionally, if the second execution system fails, the first execution system may calculate the wheel angle value based on the steering wheel angle value acquired by the steering wheel angle sensor.

[0106] S240: Control the vehicle to steer according to the wheel angle value.

[0107] For example, the steering gear execution control unit may control the motor to output a torque corresponding to the wheel angle value according to the calculated wheel angle value, so as to control the vehicle to steer.

[0108] Optionally, if there is a fault in the first execution system, the second execution system can control the motor to output a torque corresponding to the wheel angle value according to the calculated wheel angle value, so as to control the vehicle to steer.

[0109] Optionally, if the second execution system fails, the first execution system may control the motor to output a torque corresponding to the wheel angle value according to the calculated wheel angle value, so as to control the vehicle to steer.

[0110] Optionally, when there is no fault in the first execution system and the second execution system, the sum of the third angle value corresponding to the torque output by the motor controlled by the first execution system and the fourth angle value corresponding to the torque output by the motor controlled by the second execution system is equal to the wheel angle value, that is, the first execution system and the second execution system can jointly control the motor output torque, and the sum of the angle values ​​corresponding to the output torque is equal to the wheel angle value.

[0111] It should be understood that the third steering angle value and the fourth steering angle value can both be smaller than the wheel steering angle value. Since the torques corresponding to the wheel steering angle values ​​are executed separately, failure of the first execution system and the second execution system due to being in extreme working conditions for a long time can be avoided, thereby further providing a guarantee for the normal execution of vehicle steering.

[0112] Optionally, when both the first execution system and the second execution system fail, the vehicle is controlled to execute a preset strategy.

[0113] Among them, the preset strategy includes controlling vehicle braking, and may also include deceleration and slow driving, etc., which is not limited in the embodiment of the present application.

[0114] For example, when the first execution system and the second execution system are both faulty through self-test, the fault information can be fed back to the electronic control unit (ECU) through the communication line, so that the ECU controls the vehicle's brake system to perform braking, thereby achieving the purpose of controlling the vehicle to stop.

[0115] In an embodiment of the present application, when both the first execution system and the second execution system fail, it indicates that the vehicle steering cannot proceed normally. In order to ensure the driving safety of the vehicle, the vehicle brakes can be controlled to stop the vehicle. Since the vehicle brakes are controlled to stop the vehicle when both the first execution system and the second execution system fail, the risk of steering loss control caused by the vehicle continuing to drive when both the first execution system and the second execution system fail can be avoided. Therefore, when both the first execution system and the second execution system fail, the vehicle brakes are controlled to stop the vehicle, which can improve the driving safety of the vehicle.

[0116] exist Figure 2 In the method 200 shown, after the steering gear execution control unit receives the fault information of the column control unit, it obtains the steering wheel angle value of the vehicle collected by the steering wheel angle sensor through the communication line; and obtains the wheel angle value through the steering wheel angle value, and uses the wheel angle value to control the vehicle to steer; due to the fault of the column control unit, the wheel angle value obtained by the steering gear execution control unit through the column control unit may have an error; in this solution, when the column control unit has a fault, the steering gear execution control unit can obtain the steering wheel angle value collected by the steering wheel angle sensor, and obtain the corresponding wheel angle value through the steering wheel angle value to control the vehicle to steer; therefore, when the column control unit has a fault, the steering gear execution control unit can obtain the steering wheel angle value collected by the steering wheel angle sensor through the communication line, and obtain the wheel angle value required for vehicle steering through the steering wheel angle value; thus, when the wire steering system fails, it is ensured that the vehicle can steer normally.

[0117] Optionally, if there is a fault in the private CAN1, the column control unit may use the private CAN2 to send the wheel angle value and / or fault information to the steering gear execution control unit.

[0118] For example, if there is a fault in private CAN1, and there is no fault in the first control system and the second control system, the first control system can send the fault information of private CAN1 to the second control system, so that the second control system sends the wheel angle value and / or fault information to the steering gear execution control unit through private CAN2.

[0119] Alternatively, if there is a fault in the private CAN2, the column control unit may use the private CAN1 to send wheel angle values ​​and / or fault information to the steering gear execution control unit.

[0120] For example, if there is a fault in private CAN2, and there is no fault in the first control system and the second control system, the second control system can send the fault information of private CAN2 to the first control system, so that the second control system sends the wheel angle value and / or fault information to the steering gear execution control unit through private CAN1.

[0121] Optionally, if both private CAN1 and private CAN2 have faults, the column control unit can send the fault information to the steering gear execution control unit through the communication line, so that the steering gear execution control unit receives the steering wheel angle value collected by the steering wheel angle sensor and calculates the wheel angle value based on the steering wheel angle value.

[0122] Furthermore, if there is a fault in the private CAN1 and / or the private CAN2, a third prompt message may be sent.

[0123] Among them, the third prompt information can be used to indicate that there is a fault in private CAN1 and / or private CAN2, and the reminder method can be the same as or different from the above-mentioned first prompt information or second prompt information. For example, the fault information is displayed on the display interface of the instrument panel in the vehicle, or a relevant text reminder is displayed on the display interface of the vehicle screen, or through voice prompts, etc. For example, there is a fault in private CAN1, and the embodiment of the present application does not limit this.

[0124] By sending a third prompt message when there is a fault in private CAN1 and / or private CAN2, the user can promptly grasp the working status of private CAN1 and / or private CAN2. After obtaining the prompt message that there is a fault in private CAN1 and / or private CAN2, the user can promptly perform safe operations on the vehicle, for example, repair private CAN1 and / or private CAN2, thereby ensuring that there is no fault in private CAN1 and / or private CAN2, ensuring that the column control unit can normally send the wheel angle value to the steering gear execution control unit, and further ensuring that the steering gear execution control unit controls the normal steering of the vehicle based on the received wheel angle value.

[0125] Optionally, if both private CAN1 and the first control system have faults, after the second control system receives the fault information sent by the first control system, it can send the smaller wheel angle value obtained by the first control system and the second control system, and / or the fault information of private CAN1 and the first control system to the steering gear execution control unit through private CAN2.

[0126] Optionally, if both the private CAN1 and the second control system have faults, it means that the column control unit cannot send the wheel angle value to the steering gear execution control unit. The column control unit can send the fault information to the steering gear execution control unit through the communication line, so that the steering gear execution control unit obtains the steering wheel angle value collected by the steering wheel angle sensor after receiving the fault information, calculates the wheel angle value through the steering wheel angle value, and controls the vehicle to steer according to the calculated wheel angle value.

[0127] It should be understood that the above examples are intended to help those skilled in the art understand the embodiments of the present application, and are not intended to limit the embodiments of the present application to the specific numerical values ​​or specific scenarios illustrated. Those skilled in the art can obviously make various equivalent modifications or variations based on the above examples, and such modifications or variations also fall within the scope of the embodiments of the present application.

[0128] Combined with the above Figures 1 to 3 The vehicle steering control method provided by the embodiment of the present application is described in detail; Figure 4 and Figure 5 The device embodiments of the present application are described in detail. It should be understood that the devices in the embodiments of the present application can execute the various methods of the aforementioned embodiments of the present application, that is, the specific working processes of the following various products can refer to the corresponding processes in the aforementioned method embodiments.

[0129] Figure 4 It is a structural schematic diagram of the vehicle steering control device provided in an embodiment of the present application.

[0130] For example, Figure 4 As shown, the device 400 includes one or more system architectures; the system architecture includes a receiving module 410 , a collection module 420 , an acquisition module 430 and a control module 440 .

[0131] Receiving module 410: configured to receive fault information sent by the tubing string control unit when a fault occurs in the tubing string control unit, where the fault information indicates that a fault occurs in the tubing string control unit;

[0132] Acquisition module 420: used to obtain the steering wheel angle value of the vehicle collected by the steering wheel angle sensor through the communication line according to the fault information;

[0133] Acquisition module 430: used to obtain the wheel angle value of the vehicle according to the steering wheel angle value;

[0134] Control module 440: used to control the steering of the vehicle according to the wheel angle value.

[0135] In one possible implementation, the receiving module 410 is specifically configured to: obtain detection results of the first control system and the second control system; and if the detection results indicate that a fault exists in the first control system and the second control system, receive fault information sent by the string control unit.

[0136] In one possible implementation, the wheel angle value includes a first angle value and a second angle value, the first control system corresponds to the first angle value, and the second control system corresponds to the second angle value; if the difference between the first angle value and the second angle value is greater than a preset threshold, the detection result indicates that there is a fault in the first control system and the second control system.

[0137] In one possible implementation, the acquisition module 420 is specifically used to: determine whether there is a fault in the first execution system or the second execution system; if there is a fault in the first execution system, the second execution system obtains the steering wheel angle value collected by the steering wheel angle sensor through the communication line; or, if there is a fault in the second execution system, the first execution system obtains the steering wheel angle value collected by the steering wheel angle sensor through the communication line.

[0138] In a possible implementation, the acquisition module 420 is specifically configured to: if the wheel angle values ​​received by the first execution system and the second execution system are different, determine that a fault exists in the first execution system and / or the second execution system.

[0139] In a possible implementation, the control module 440 is further configured to: if both the first execution system and the second execution system fail, control the vehicle to execute a preset strategy, where the preset strategy includes controlling the vehicle to brake.

[0140] Optionally, the device 400 further includes a sending module for sending a first prompt message if a fault occurs in the first control system and / or the second control system; and / or sending a second prompt message if a fault occurs in the first execution system and / or the second execution system.

[0141] It should be noted that the above-mentioned device 400 is embodied in the form of a functional module. The term "module" here can be implemented in the form of software and / or hardware, and is not specifically limited to this.

[0142] For example, a "module" may be a software program, a hardware circuit, or a combination of the two that implements the aforementioned functionality. The hardware circuit may include an application specific integrated circuit (ASIC), an electronic circuit, a processor (e.g., a shared processor, a dedicated processor, or a group processor) and memory for executing one or more software or firmware programs, combined logic circuits, and / or other suitable components that support the described functionality.

[0143] Therefore, the modules of each example described in the embodiments of this application can be implemented with electronic hardware, or a combination of 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. Professionals and technicians can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0144] Figure 5 It is a schematic structural diagram of a vehicle provided in an embodiment of the present application.

[0145] For example, Figure 5As shown, the vehicle 500 includes: a memory 510 and a processor 520, wherein the memory 510 stores an executable program code 5101, and the processor 520 is used to call and execute the executable program code 5101 to perform a vehicle steering control method.

[0146] This application can divide the vehicle into functional modules based on the above-mentioned method examples. For example, each functional module can be mapped to a specific function, or two or more functions can be integrated into a single processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and represents only a logical functional division. In actual implementation, other division methods may be used.

[0147] In the case of dividing the functional modules into corresponding functional modules, the vehicle may include: a receiving module, a collection module, an acquisition module, and a control module. It should be noted that all relevant contents of each step involved in the above method embodiment can be referred to the functional description of the corresponding functional module and will not be repeated here.

[0148] The vehicle provided in this application is used to execute the above-mentioned vehicle steering control method, and thus can achieve the same effect as the above-mentioned implementation method.

[0149] In the case of an integrated unit, the vehicle may include a processing module and a storage module. The processing module may be used to control and manage the vehicle's movements, while the storage module may be used to support the vehicle's execution of program codes and data.

[0150] The processing module may be a processor or controller that implements or executes various exemplary logic blocks, modules, and circuits disclosed herein. The processor may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of a digital signal processor (DSP) and a microprocessor, and the storage module may be a memory.

[0151] The present application also provides a computer-readable storage medium having a computer program stored thereon, which implements the steps of any of the aforementioned method embodiments when the program is executed by a processor.

[0152] Among them, computer-readable storage media may include, but are not limited to, any type of disk, including floppy disks, optical disks, DVDs (Digital Video Discs), CD-ROMs (Compact Disc Read-Only Memory), microdrives and magneto-optical disks, ROMs (Read-Only Memory), RAMs (Random Access Memory), EPROMs (Erasable Programmable Read-Only Memory), EEPROMs (Electrically Erasable Programmable Read-Only Memory), DRAMs (Dynamic Random Access Memory), VRAMs (Video Random Access Memory), flash memory devices, magnetic or optical cards, nanosystems (including molecular memory ICs), or any type of medium or device suitable for storing instructions and / or data.

[0153] The present application also provides a computer program product. When the computer program product is run on a computer, the computer is caused to execute the above-mentioned related steps to implement a vehicle steering control method in the above-mentioned embodiment.

[0154] In addition, the vehicle provided in the embodiments of the present application can specifically be a chip, component or module, and the vehicle may include a connected processor and memory; wherein the memory is used to store instructions, and when the vehicle is running, the processor can call and execute the instructions to enable the chip to execute a vehicle steering control method in the above embodiment.

[0155] Among them, the vehicle, computer-readable storage medium, computer program product or chip provided in this application are all used to execute the corresponding methods provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0156] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be distributed and completed by different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0157] In the embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely schematic. For example, the division of modules or units is only a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0158] The above content is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. A method for controlling vehicle steering, characterized in that: The method is applied to a steering gear execution control unit in a system architecture, wherein the system architecture includes a column control unit, a steering wheel angle sensor, the steering gear execution control unit, and a communication line; the column control unit, the steering gear execution control unit, and the steering wheel angle sensor are respectively connected to the communication line, and the column control unit is connected to the steering gear execution control unit; the column control unit includes a first control system and a second control system; the method includes: When a fault occurs in the column control unit, fault information sent by the column control unit is received, the fault information indicating that the fault occurs in the column control unit; wherein the first control system corresponds to a first wheel steering angle value, and the second control system corresponds to a second wheel steering angle value; if the difference between the first wheel steering angle value and the second wheel steering angle value is greater than a preset threshold, the detection result indicates that the fault occurs in the first control system and the second control system; and, the wheel steering angle value corresponding to each vehicle speed value and each steering wheel angle value is obtained by calibration, and the first control system and the second control system obtain the wheel steering angle value by looking up a table based on the current vehicle speed value and steering wheel angle value. acquiring, through the communication line, a steering wheel angle value of the vehicle collected by the steering wheel angle sensor according to the fault information; Obtaining a wheel angle value of the vehicle according to the steering wheel angle value; The vehicle is controlled to steer according to the wheel angle value.

2. The method according to claim 1, characterized in that The first control system and the second control system are connected, and the first control system and the second control system are redundant with each other; When a fault occurs in the tubing string control unit, receiving fault information sent by the tubing string control unit includes: Acquiring the detection results of the first control system and the second control system; If the detection result indicates that the first control system and the second control system have the fault, the fault information sent by the pipe string control unit is received.

3. The method according to claim 1 or 2, characterized in that The steering gear execution control unit includes a first execution system and a second execution system, the first execution system and the second execution system are connected, the first execution system and the second execution system are respectively connected to the communication line, and the first execution system and the second execution system are redundant; The step of obtaining the steering wheel angle value of the vehicle collected by the steering wheel angle sensor through the communication line according to the fault information includes: determining whether the first execution system or the second execution system has the fault; If the first execution system has the fault, the second execution system obtains the steering wheel angle value collected by the steering wheel angle sensor through the communication line; or If the second execution system fails, the first execution system obtains the steering wheel angle value collected by the steering wheel angle sensor through the communication line.

4. The method according to claim 3, characterized in that The determining whether the first execution system or the second execution system has the fault includes: If the wheel angle values ​​received by the first execution system and the wheel angle values ​​received by the second execution system are different, it is determined that the fault exists in the first execution system and / or the second execution system.

5. The method according to claim 3, characterized in that Also includes: If both the first execution system and the second execution system have the fault, the vehicle is controlled to execute a preset strategy, and the preset strategy includes controlling the vehicle to brake.

6. The method according to claim 4, characterized in that Also includes: If the first control system and / or the second control system has the fault, sending a first prompt message; and / or, If the first execution system and / or the second execution system has the fault, a second prompt message is sent.

7. A vehicle steering control device, characterized in that: The device comprises: one or more system architectures; The system architecture executes the method according to any one of claims 1 to 6.

8. A vehicle, characterized in that: The vehicle executes the method according to any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that The computer-readable storage medium stores a computer program, and when the computer program is executed, the method according to any one of claims 1 to 6 is implemented.

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