Fault-tolerant control method, device, vehicle, and medium for vehicle steer-by-wire system

Abstract

This application relates to a fault-tolerant control method, device, vehicle, and medium for a vehicle steer-by-wire system. The method includes: after the vehicle is powered on, acquiring the change in steering wheel angle based on electrical angles; acquiring a reference starting point value for the steering wheel angle and a reference starting point value for the steering wheel angle corresponding to the electrical angle; estimating the theoretical value of the vehicle's steering wheel angle based on the change in steering wheel angle based on the electrical angles, the reference starting point value for the steering wheel angle, and the reference starting point value for the steering wheel angle corresponding to the electrical angle; and performing fault-tolerant steering control based on the theoretical value of the steering wheel angle in the event of a detected steering wheel angle sensor failure. This solves the technical problem in related technologies where adding a third angle sensor backup increases system cost, size, and weight, and compresses the space of other systems; while the lack of an effective vehicle degradation strategy to address steering wheel sensor failure can lead to the vehicle being unable to continue driving, affecting not only the user experience but also posing significant safety hazards.

Description

Technical Field

[0001] This application relates to the field of steer-by-wire control technology, and in particular to a fault-tolerant control method, device, vehicle, and medium for a vehicle steer-by-wire system. Background Technology

[0002] In a Steer-by-Wire (SBW) system, there is no mechanical connection between the steering wheel and the wheel steering mechanism. The Hand Wheel Actuator (HWA) detects the user's steering wheel angle input via a steering wheel angle sensor and then instructs the Rear Wheel Assist (RWA) to turn the wheels to the target angle via an electrical signal. For SBW systems, the HWA employs a dual-redundancy system to achieve ASIL D safety standards. However, for OEMs applying SBW, user availability must be considered. During vehicle operation, if both steering wheel angle sensors in the HWA fail, the system cannot receive the user's steering wheel angle request and will be unable to calculate the target rack displacement / angle for the RWA, resulting in a loss of lateral movement control. This poses a challenge to the overall vehicle's lateral backup control design. Therefore, compared to traditional steering systems, SBW systems require a higher level of fault tolerance to avoid losing lateral movement control.

[0003] To address the issue of dual-point failure of the steering wheel angle sensor during vehicle operation, related technologies can add a third redundant SAS (Steering Angle Sensor) connected to the domain controller or other controllers. In the event of dual-point failure, the angle information from the additional SAS sensor is used to obtain the user's steering wheel angle input, calculate the target rack displacement / angle, and send it to the RWA to maintain vehicle steering capability. However, while adding a third angle sensor can effectively avoid / solve this problem, excessive sensor backup increases system cost, size, and weight, compressing space in other systems. Related technologies can also employ a vehicle degradation strategy to achieve emergency vehicle control without adding a third redundant SAS sensor. While this can prevent accidents caused by steering wheel loss during driving, it renders the vehicle immobile, forcing the user to wait for assistance. This disrupts the user's travel plans, and the vehicle stopped in the middle of the road poses a significant collision risk.

[0004] In summary, among the relevant technologies, adding a third-angle sensor backup increases system cost, size, and weight, and also reduces the space available for other systems. Furthermore, the lack of an effective vehicle degradation strategy to address steering wheel sensor failure can render a vehicle unable to continue driving, which not only affects the user experience but also poses significant safety hazards and requires improvement. Summary of the Invention

[0005] This application provides a fault-tolerant control method, device, vehicle, and medium for a vehicle steer-by-wire system to address the technical problems in the related art where adding a backup third angle sensor increases system cost, size, and weight, and compresses the space of other systems. Furthermore, the lack of an effective vehicle degradation strategy to deal with steering wheel sensor failure can lead to the vehicle being unable to continue driving, which not only affects the user's actual experience but also poses significant safety hazards.

[0006] The first aspect of this application provides a fault-tolerant control method for a vehicle steer-by-wire system, comprising the following steps: after the vehicle is powered on, acquiring the change in steering wheel angle based on the electrical angle; acquiring a reference starting point value of the steering wheel angle and a reference starting point value of the steering wheel angle corresponding to the electrical angle; estimating a first theoretical value of the vehicle's steering wheel angle based on the change in steering wheel angle based on the electrical angle, the reference starting point value of the steering wheel angle, and the reference starting point value of the steering wheel angle corresponding to the electrical angle; and performing fault-tolerant control of the vehicle's steering based on the first theoretical value of the steering wheel angle in the event that the steering wheel angle sensor is detected to be faulty.

[0007] Optionally, in one embodiment of this application, obtaining the reference starting point value of the steering wheel angle and the reference starting point value of the steering wheel angle corresponding to the electrical angle includes: obtaining the sensor status of the vehicle; determining whether the vehicle meets the preset starting angle self-learning condition based on the sensor status; if the vehicle meets the starting angle self-learning condition, then calculating the reference starting point value of the steering wheel angle and the reference starting point value of the steering wheel angle based on the historical steering wheel angle data of the steering wheel and the steering wheel angle change of the electrical angle.

[0008] Optionally, in one embodiment of this application, after estimating the theoretical value of the first steering wheel angle of the vehicle, the method further includes: estimating the theoretical angle of the second steering wheel of the vehicle's steering wheel backup electrical system; comparing the first theoretical steering wheel angle, the second theoretical steering wheel angle, and the steering wheel angle sensor angle to obtain a quantitative feedback value of the vehicle's steering wheel angle; and determining the vehicle's steering wheel control angle based on the quantitative feedback value to perform fault-tolerant control of the vehicle's steering based on the steering wheel control angle.

[0009] Optionally, in one embodiment of this application, after estimating the theoretical value of the first steering wheel angle of the vehicle, the method further includes: switching the flag bit of the theoretical value of the first steering wheel angle to a first available flag bit to allow the invocation of the theoretical value of the first steering wheel angle; and / or, after estimating the theoretical angle of the second steering wheel, the method further includes: switching the flag bit of the theoretical value of the second steering wheel angle to a second available flag bit to allow the invocation of the theoretical angle of the second steering wheel.

[0010] Optionally, in one embodiment of this application, determining the steering wheel control angle of the vehicle based on the quantitative feedback value includes: determining whether the first theoretical steering wheel angle and the second theoretical steering wheel angle are valid based on the first available flag and the second available flag, respectively; if both the first theoretical steering wheel angle and the second theoretical steering wheel angle are valid, calculating the angle difference between the first theoretical steering wheel angle and the second theoretical steering wheel angle, and determining whether the angle difference is less than a preset threshold; if the angle difference is less than the preset threshold, determining the steering wheel control angle using either the first theoretical steering wheel angle or the second theoretical steering wheel angle; if the angle difference is greater than or equal to the preset threshold, calculating the differences between the first theoretical steering wheel angle and the second theoretical steering wheel angle and the angle of the steering wheel angle sensor, respectively, and determining the steering wheel control angle based on the differences.

[0011] Optionally, in one embodiment of this application, after determining whether the first theoretical steering wheel angle and the second theoretical steering wheel angle are valid based on the first available flag bit and the second available flag bit, the method further includes: if the first theoretical steering wheel angle is valid and the second theoretical steering wheel angle is invalid, then determining the steering wheel control angle based on the first theoretical steering wheel angle; if the second theoretical steering wheel angle is valid and the first theoretical steering wheel angle is invalid, then determining the steering wheel control angle based on the second theoretical steering wheel angle.

[0012] Optionally, in one embodiment of this application, after determining whether the first theoretical steering wheel angle and the second theoretical steering wheel angle are valid based on the first available flag bit and the second available flag bit respectively, the method further includes: if both the first theoretical steering wheel angle and the second theoretical steering wheel angle are invalid, then the vehicle degradation strategy is executed.

[0013] A second aspect of this application provides a fault-tolerant control device for a vehicle steer-by-wire system, comprising: a first acquisition module, configured to acquire, after the vehicle is powered on, the amount of change in steering wheel angle based on an electrical angle; a second acquisition module, configured to acquire a reference starting point value of the steering wheel angle and a reference starting point value of the steering wheel angle corresponding to the electrical angle; and a first control module, configured to estimate a first theoretical value of the vehicle's steering wheel angle based on the amount of change in steering wheel angle based on the electrical angle, the reference starting point value of the steering wheel angle, and the reference starting point value of the steering wheel angle corresponding to the electrical angle, and, in the event of a failure of the steering wheel angle sensor, perform fault-tolerant control of the vehicle's steering based on the first theoretical value of the steering wheel angle.

[0014] Optionally, in one embodiment of this application, the second acquisition module includes: an acquisition unit for acquiring the sensor status of the vehicle; a first judgment unit for judging whether the vehicle meets the preset starting angle self-learning condition based on the sensor status; and a calculation unit for calculating the reference starting point value of the steering wheel angle and the reference starting point value of the steering wheel angle of the electrical angle based on the historical steering wheel angle data of the steering wheel and the steering wheel angle change of the electrical angle when the vehicle meets the starting angle self-learning condition.

[0015] Optionally, in one embodiment of this application, it further includes: an estimation module for estimating the second theoretical steering wheel angle of the vehicle's steering wheel backup electrical system; a calculation module for comparing the first theoretical steering wheel angle, the second theoretical steering wheel angle, and the steering wheel angle sensor angle to obtain a quantitative feedback value of the vehicle's steering wheel angle; and a second control module for determining the vehicle's steering wheel control angle based on the quantitative feedback value, so as to perform fault-tolerant control of the vehicle's steering based on the steering wheel control angle.

[0016] Optionally, in one embodiment of this application, it further includes: a first switching module, configured to switch the flag bit of the first steering wheel angle theoretical value to a first available flag bit, so as to allow the invocation of the first steering wheel angle theoretical value; and / or, it further includes: a second switching module, configured to switch the flag bit of the second steering wheel angle theoretical value to a second available flag bit, so as to allow the invocation of the second steering wheel theoretical angle.

[0017] Optionally, in one embodiment of this application, the second control module includes: a first determining unit, configured to determine whether the first theoretical steering wheel angle and the second theoretical steering wheel angle are valid based on the first available flag bit and the second available flag bit, respectively; a second judging unit, configured to calculate the angle difference between the first theoretical steering wheel angle and the second theoretical steering wheel angle when both the first theoretical steering wheel angle and the second theoretical steering wheel angle are valid, and to judge whether the angle difference is less than a preset threshold; a second determining unit, configured to determine the steering wheel control angle using the first theoretical steering wheel angle or the second theoretical steering wheel angle when the angle difference is less than the preset threshold; and a third determining unit, configured to calculate the differences between the first theoretical steering wheel angle and the second theoretical steering wheel angle and the steering wheel angle sensor angle, respectively, when the angle difference is greater than or equal to the preset threshold, and to determine the steering wheel control angle based on the differences.

[0018] Optionally, in one embodiment of this application, the second control module further includes: a fourth determining unit, configured to determine the steering wheel control angle based on the first steering wheel theoretical angle when the first steering wheel theoretical angle is valid and the second steering wheel theoretical angle is invalid; and a fifth determining unit, configured to determine the steering wheel control angle based on the second steering wheel theoretical angle when the second steering wheel theoretical angle is valid and the first steering wheel theoretical angle is invalid.

[0019] Optionally, in one embodiment of this application, the second control module further includes: a sixth determining unit, used to execute the vehicle degradation strategy when both the first theoretical steering wheel angle and the second theoretical steering wheel angle are invalid.

[0020] A third aspect of this application provides a vehicle, including: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement a fault-tolerant control method for a vehicle steer-by-wire system as described in the above embodiments.

[0021] A fourth aspect of this application provides a computer-readable storage medium storing computer instructions for causing the computer to execute the fault-tolerant control method for a vehicle steer-by-wire system as described in the above embodiments.

[0022] A fifth aspect of this application provides a computer program product, including a computer program, which, when executed, is used to implement the fault-tolerant control method for the vehicle steer-by-wire system described above.

[0023] This application embodiment can acquire the steering wheel angle change based on electrical angles, the reference starting point value of the steering wheel angle, and the corresponding reference starting point value of the steering wheel angle after the vehicle is powered on. This allows for the estimation of the theoretical steering wheel angle value. In the event of a steering wheel angle sensor failure, the theoretical steering wheel angle value can be used for fault-tolerant steering control. Without adding extra redundant components, the steering wheel angle is calculated using the motor's electrical angle, thereby recognizing the user's steering angle input to maintain normal steering operation of the SBW (Steering Wheel Steering). This ensures the vehicle can still drive normally according to user needs even when the steering wheel angle sensor fails, guaranteeing the user's driving experience and effectively improving vehicle safety performance. This solves the technical problems in related technologies where adding a third angle sensor backup increases system cost, size, and weight, and compresses space in other systems. Furthermore, the lack of an effective vehicle degradation strategy to address steering wheel sensor failure can lead to vehicle malfunction, affecting not only the user experience but also posing significant safety hazards.

[0024] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become apparent from the description below, or will be learned through practice of the present application. Attached Figure Description

[0025] The above and / or additional aspects and advantages of the present application will become apparent and easily understood from the following description of the embodiments in conjunction with the accompanying drawings, in which:

[0026] Figure 1 This is a flowchart of a fault-tolerant control method for a vehicle steer-by-wire system according to an embodiment of this application;

[0027] Figure 2 This is a schematic diagram illustrating the principle of a fault-tolerant control method for a vehicle steer-by-wire system according to an embodiment of this application.

[0028] Figure 3 This is a schematic diagram of the structure of a fault-tolerant control device for a vehicle steer-by-wire system according to an embodiment of this application;

[0029] Figure 4 This is a structural schematic diagram of a vehicle provided according to an embodiment of this application. Detailed Implementation

[0030] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.

[0031] The following description, with reference to the accompanying drawings, outlines a fault-tolerant control method, apparatus, vehicle, and medium for a vehicle steer-by-wire system according to embodiments of this application. Addressing the related technologies mentioned in the background section, where adding a third-angle sensor backup increases system cost, size, and weight, and compresses space in other systems, and the lack of an effective vehicle degradation strategy to handle steering wheel sensor failure leads to vehicle malfunction, impacting user experience and posing significant safety hazards, this application provides a fault-tolerant control method for a vehicle steer-by-wire system. This method, after vehicle power-on, acquires the vehicle's steering wheel angle change based on electrical angles, a reference starting point value for the steering wheel angle, and the corresponding reference starting point value for the electrical angle. This allows for estimation of the theoretical steering wheel angle value. In the event of steering wheel angle sensor failure, the theoretical steering wheel angle value can be used for fault-tolerant vehicle steering control. Without adding additional redundant components, the steering wheel angle is calculated using the motor's electrical angle, thereby recognizing the user's steering angle input to maintain normal SBW steering operation. This ensures the vehicle can continue to drive normally according to user needs even in the event of steering wheel angle sensor failure, guaranteeing the user's driving experience and effectively improving vehicle safety performance. This solves the technical problem that adding a third-angle sensor backup increases system cost, size, and weight, and also reduces the space of other systems. Furthermore, the lack of an effective solution to address steering wheel sensor failure would lead to the vehicle being unable to continue driving, which not only affects the user's actual experience but also poses a significant safety hazard.

[0032] Specifically, Figure 1 This is a flowchart illustrating a fault-tolerant control method for a vehicle steer-by-wire system provided in an embodiment of this application.

[0033] like Figure 1 As shown, the fault-tolerant control method of the vehicle's steer-by-wire system includes the following steps:

[0034] In step S101, after the vehicle is powered on, the change in steering wheel angle based on the electrical angle is obtained.

[0035] As one possible approach, after the HWA system is powered on and initialized, during the cyclic scheduling of motor control, the change in the number of electrical cycles is determined and counted by adding or subtracting the difference between the current electrical angle of the motor (considering the direction sign) and the electrical angle of the previous cycle. In this embodiment, the change can be converted into a steering wheel angle change based on the sum of the current electrical angle of the motor and 360 * the number of electrical cycles, taking into account factors such as the number of pole pairs, gear ratio, and the resolution of the steering wheel angle sensor.

[0036] For example, in this embodiment of the application, after the HWA system is powered on and initialized, the motor electrical angle of the current cycle can be read in the cycle scheduling of the HWA motor control, and converted into the steering wheel angle change according to the following formula:

[0037]

[0038] Where Δδ is the change in steering wheel angle converted from the motor's electrical angle; θ n To take into account the current cycle motor electrical angle with direction sign, the angle information is already available in the motor control algorithm; t θ Where is the number of electrical angle change cycles of the motor; P is the number of pole pairs of the motor; G is the transmission ratio of the HWA reduction mechanism; K w The resolution of the steering wheel angle; K m This refers to the resolution in electrical angles.

[0039] Due to the high real-time requirements of motor control, the motor control cycle is set to the microsecond level. In this embodiment, the electrical angle change between two adjacent motor control cycles can be kept below 360 degrees. Therefore, the number of motor electrical angle change cycles can be accumulated using the following formula:

[0040]

[0041] Among them, t θ θ is the number of cycles of electrical angle change of the motor. n To account for the current cycle motor electrical angle of the direction sign, θ l The electrical angle of the motor in the previous cycle was taken into account for the direction sign.

[0042] In step S102, the reference starting point value of the steering wheel angle and the reference starting point value of the steering wheel angle corresponding to the electrical angle are obtained.

[0043] Furthermore, in this embodiment of the application, the reference starting point value of the steering wheel angle and the reference starting point value of the steering wheel angle corresponding to the electrical angle can be obtained through self-learning of the starting angle.

[0044] Optionally, in one embodiment of this application, obtaining the reference starting point value of the steering wheel angle and the reference starting point value of the steering wheel angle corresponding to the electrical angle includes: obtaining the sensor status of the vehicle; determining whether the vehicle meets the preset starting angle self-learning condition based on the sensor status; if the vehicle meets the starting angle self-learning condition, calculating the reference starting point value of the steering wheel angle and the reference starting point value of the steering wheel angle based on the historical steering wheel angle data and the steering wheel angle change of the electrical angle.

[0045] In actual implementation, the embodiments of this application can determine the starting angle self-learning condition after power-on, thereby calculating the reference starting point value of the steering wheel angle and the reference starting point value of the steering wheel angle of the electrical angle based on the historical steering wheel angle data of the steering wheel and the steering wheel angle change of the electrical angle.

[0046] For example, in application cycle scheduling, the embodiments of this application can initiate self-learning of the starting angle if the following conditions are met:

[0047] The steering wheel angle sensor calibration flag is ON;

[0048] Furthermore, the steering wheel angle sensor showed no abnormalities;

[0049] Furthermore, the HWA motor position sensor showed no abnormalities;

[0050] Furthermore, the steering wheel angle initial reference value self-learning completion flag is OFF.

[0051] Then, it continuously stores m cycles (the number of cycles can be calibrated) of the current steering wheel angle data detected by the steering wheel angle sensor and the amount of steering wheel angle change calculated based on the electrical angle.

[0052] To ensure data reliability, after collecting angle data from the steering wheel angle sensor for m consecutive cycles, the deviation between the maximum and minimum values ​​is calculated. If the deviation exceeds a certain threshold (which can be calibrated), the data is deemed unreliable, and the stored steering wheel angles from the steering wheel angle sensor for m cycles and the steering wheel angle changes calculated based on the electrical angle are cleared.

[0053] If the deviation meets the threshold range, the average values ​​of the angle data from the m-fold steering wheel angle sensor and the steering wheel angle change calculated based on the electrical angle are calculated respectively, and the average values ​​are used as the reference starting point value δ of the steering wheel angle. wr The reference starting point value δ of the steering wheel angle corresponding to the electrical angle mr Save the settings and simultaneously set the "Starting Angle Self-Learning Completed" flag to ON.

[0054] In step S103, the theoretical value of the first steering wheel angle of the vehicle is estimated based on the change in steering wheel angle of the electrical angle, the reference starting point value of the steering wheel angle, and the reference starting point value of the steering wheel angle corresponding to the electrical angle. In the event that the steering wheel angle sensor fails, the vehicle steering is controlled in a fault-tolerant manner based on the theoretical value of the first steering wheel angle.

[0055] After the self-learning completion flag for the steering wheel angle initial reference value is set to ON, this embodiment of the application can calculate the current electrical angle steering wheel angle change Δδ in the periodic scheduling of motor control, and calculate the first theoretical steering wheel angle δ based on the following formula. E:

[0056] δ E =(δ wr +Δδ)-δ mr .

[0057] Finally, in this embodiment of the application, the first steering wheel theoretical angle available flag can be set to ON.

[0058] Based on the above estimation results, the embodiments of this application can call the estimated first theoretical steering wheel angle when the vehicle's steering wheel fails, thereby realizing fault-tolerant control of vehicle steering.

[0059] Optionally, in one embodiment of this application, after estimating the theoretical value of the first steering wheel angle of the vehicle, the method further includes: estimating the theoretical angle of the second steering wheel of the vehicle's steering wheel backup electrical system; comparing the first steering wheel theoretical angle, the second steering wheel theoretical angle, and the steering wheel angle sensor angle to obtain a quantitative feedback value of the vehicle's steering wheel angle; and determining the vehicle's steering wheel control angle based on the quantitative feedback value to perform fault-tolerant control of vehicle steering based on the steering wheel control angle.

[0060] It is understandable that HWA systems are usually set up as dual systems to ensure vehicle driving safety. In the redundant backup electrical system, the above logic can be executed in the embodiment of this application to calculate the second theoretical steering wheel angle of the backup system. The dual systems can send their estimated theoretical steering wheel angle and available flag bits to each other for mutual verification.

[0061] For example, embodiments of this application can estimate the quantitative feedback value of the steering wheel angle by comparing the theoretical angle of the first steering wheel, the theoretical angle of the second steering wheel, and the angle of the steering wheel angle sensor. Based on the quantitative feedback value, the control angle of the steering wheel can be determined, and then the target angle of the wheel can be determined, thereby achieving fault-tolerant control of vehicle steering.

[0062] Optionally, in one embodiment of this application, after estimating the theoretical value of the first steering wheel angle of the vehicle, the method further includes: switching the flag bit of the theoretical value of the first steering wheel angle to a first available flag bit to allow the invocation of the theoretical value of the first steering wheel angle; and / or, after estimating the theoretical angle of the second steering wheel, the method further includes: switching the flag bit of the theoretical value of the second steering wheel angle to a second available flag bit to allow the invocation of the theoretical angle of the second steering wheel.

[0063] In this embodiment of the application, after the theoretical value of the first steering wheel angle is calculated, it can be determined that the theoretical value of the first steering wheel angle can be called, and the flag bit is switched to the first available flag bit.

[0064] Similarly, in the case of a dual system, after the theoretical value of the second steering wheel angle is calculated, it is determined that the theoretical value of the second steering wheel angle can be called, and the flag is switched to the second available flag.

[0065] Optionally, in one embodiment of this application, determining the steering wheel control angle of the vehicle based on a quantitative feedback value includes: determining whether a first theoretical steering wheel angle and a second theoretical steering wheel angle are valid based on a first available flag and a second available flag, respectively; if both the first theoretical steering wheel angle and the second theoretical steering wheel angle are valid, calculating the angle difference between the first theoretical steering wheel angle and the second theoretical steering wheel angle, and determining whether the angle difference is less than a preset threshold; if the angle difference is less than the preset threshold, determining the steering wheel control angle using either the first theoretical steering wheel angle or the second theoretical steering wheel angle; if the angle difference is greater than or equal to the preset threshold, calculating the difference between the first theoretical steering wheel angle, the second theoretical steering wheel angle, and the steering wheel angle sensor angle, respectively, and determining the steering wheel control angle based on the difference.

[0066] In this embodiment of the application, the main electrical system can be designated as system A, the backup electrical system as system B, and the determination logic of the quantitative feedback value can be as shown in Table 1, wherein Table 1 is the quantitative feedback value determination table.

[0067] Table 1

[0068]

[0069]

[0070] Optionally, in one embodiment of this application, after determining whether the first theoretical steering wheel angle and the second theoretical steering wheel angle are valid based on the first available flag bit and the second available flag bit, the method further includes: if the first theoretical steering wheel angle is valid and the second theoretical steering wheel angle is invalid, then determining the steering wheel control angle based on the first theoretical steering wheel angle; if the second theoretical steering wheel angle is valid and the first theoretical steering wheel angle is invalid, then determining the steering wheel control angle based on the second theoretical steering wheel angle.

[0071] As shown in Table 1, when the estimated theoretical steering wheel angle of any electrical system is invalid, the embodiments of this application can select an effective theoretical steering wheel angle to determine the steering wheel control angle, thereby achieving redundant control of vehicle steering.

[0072] Optionally, in one embodiment of this application, after determining whether the first theoretical steering wheel angle and the second theoretical steering wheel angle are valid based on the first available flag bit and the second available flag bit respectively, the method further includes: if both the first theoretical steering wheel angle and the second theoretical steering wheel angle are invalid, then the vehicle degradation strategy is executed.

[0073] As one possible approach, after detecting the failure of both steering wheel angle sensors in the HWA dual system, this embodiment can determine the quantitative feedback value QF of the theoretical steering wheel angle. If QF >= 2, the corresponding theoretical steering wheel angle output value is used to calculate the target rack displacement / angle, which is then fed to RWA to execute wheel rotation. If QF < 2, the original vehicle degradation strategy is executed.

[0074] Combination Figure 2 As shown, the working principle of the fault-tolerant control method of the vehicle steer-by-wire system of this application is explained in detail with reference to an embodiment.

[0075] This embodiment of the application can begin learning the reference starting point value of the steering wheel angle and the corresponding reference starting point value of the electrical angle after the HWA system is initialized. After learning is completed, the steering wheel angle is estimated in real time based on the change in the electrical angle. This logic is executed in both redundant HWA systems. Then, the estimated steering wheel angle calculated by the two systems and the available flag bits are cross-checked to determine the estimated steering wheel angle output value (i.e., steering wheel control angle) and QF value. When the steering wheel angle sensor fails at both points, the steering wheel sensor can no longer detect the driver's angle input. In this case, the estimated steering wheel angle is used as a substitute based on the QF value, allowing the user to continue driving to a repair shop or pull over.

[0076] like Figure 2 As shown, embodiments of this application may include the following steps:

[0077] Step S1: Calculate the change in steering wheel angle based on electrical angle.

[0078] After the HWA system is powered on and initialized, in the periodic scheduling of motor control, this embodiment of the application can determine the change in the number of electrical cycles and add or subtract it based on the difference between the current electrical angle of the motor and the electrical angle of the previous cycle, taking into account the direction sign. Based on the sum of the current electrical angle of the motor and 360 * the number of electrical cycles, and taking into account factors such as the number of pole pairs, gear ratio, and the resolution of the steering wheel angle sensor, it is converted into the change in steering wheel angle.

[0079] For example, in this embodiment of the application, after the HWA system is powered on and initialized, the motor electrical angle of the current cycle can be read in the cycle scheduling of the HWA motor control, and converted into the steering wheel angle change according to the following formula:

[0080]

[0081] Where Δδ is the change in steering wheel angle converted from the motor's electrical angle; θ n To take into account the current cycle motor electrical angle with direction sign, the angle information is already available in the motor control algorithm; tθ Where is the number of electrical angle change cycles of the motor; P is the number of pole pairs of the motor; G is the transmission ratio of the HWA reduction mechanism; K w The resolution of the steering wheel angle; K m This refers to the resolution in electrical angles.

[0082] Due to the high real-time requirements of motor control, the motor control cycle is set to the microsecond level. In this embodiment, the electrical angle change between two adjacent motor control cycles can be kept below 360 degrees. Therefore, the number of motor electrical angle change cycles can be accumulated using the following formula:

[0083]

[0084] Among them, t θ θ is the number of cycles of electrical angle change of the motor. n To account for the current cycle motor electrical angle of the direction sign, θ l The electrical angle of the motor in the previous cycle was taken into account for the direction sign.

[0085] Step S2: Self-learning with reference to the starting angle.

[0086] In application cycle scheduling, self-learning of the starting angle is initiated if the following conditions are met:

[0087] The steering wheel angle sensor calibration flag is ON;

[0088] Furthermore, the steering wheel angle sensor showed no abnormalities;

[0089] Furthermore, the HWA motor position sensor showed no abnormalities;

[0090] Furthermore, the steering wheel angle initial reference value self-learning completion flag is OFF.

[0091] After the above conditions are met, the embodiments of this application can continuously store the current steering wheel angle data detected by the steering wheel angle sensor for m times (the number of times can be calibrated) and the steering wheel angle change calculated based on the electrical angle in step S1.

[0092] To ensure data reliability, after collecting angle data from the steering wheel angle sensor for m consecutive cycles, the deviation between the maximum and minimum values ​​is calculated. If the deviation exceeds a certain threshold (which can be calibrated), the data is deemed unreliable, and the stored steering wheel angles from the steering wheel angle sensor for m cycles and the steering wheel angle changes calculated based on the electrical angle are cleared.

[0093] If the deviation meets the threshold range, the average values ​​of the angle data from the m-fold steering wheel angle sensor and the steering wheel angle change calculated based on the electrical angle are calculated respectively, and the average values ​​are used as the reference starting point value δ of the steering wheel angle.wr The reference starting point value δ of the steering wheel angle corresponding to the electrical angle mr Save the settings and simultaneously set the "Starting Angle Self-Learning Completed" flag to ON.

[0094] Step S3: Estimate steering wheel angle calculation.

[0095] After the steering wheel angle initial reference value self-learning completion flag is ON, similar to step S1, this embodiment of the application can calculate the current electrical angle steering wheel angle change Δδ in the periodic scheduling of motor control, and calculate the first theoretical steering wheel angle δ based on the following formula. E :

[0096] δ E =(δ wr +Δδ)-δ mr .

[0097] Finally, in this embodiment of the application, the first steering wheel theoretical angle available flag can be set to ON.

[0098] Step S4: Determine the QF value of the theoretical steering wheel angle.

[0099] The above logic is implemented synchronously in the HWA redundancy system. Both systems send their estimated theoretical steering wheel angles and available flags to each other. The theoretical steering wheel angle and available flags are calculated using the motor electrical angles of the HWA redundancy system and then cross-checked. The specific judgment logic is shown in Table 1.

[0100] It's important to note that using only one of the steering wheel angle estimation channels can also cover scenarios where both steering wheel angle sensors fail. However, using both channels for theoretical steering wheel angle estimation allows for cross-verification and also covers scenarios where one motor or motor sensor fails, thus improving robustness and safety.

[0101] Step S5: Activate steering wheel control angle.

[0102] After detecting that both steering wheel angle sensors of the HWA dual system have failed, this embodiment of the application can determine the theoretical steering wheel angle QF. If QF>=2, the target rack displacement / angle is calculated using the theoretical steering wheel angle output value (i.e., the steering wheel control angle determined based on QF and the two theoretical steering wheel angles) and sent to RWA to execute wheel rotation. If QF<2, the original vehicle degradation strategy is executed.

[0103] In summary, the embodiments of this application can perform initial angle self-learning using steering wheel sensor angle information and motor electrical angle information when the vehicle is powered on. The self-learning time is short, allowing for real-time estimation of the steering wheel angle without the user noticing. When the HWA steering wheel angle sensor experiences a dual-point failure, the estimated steering wheel angle is used to replace the sensor's angle information for control. All information originates from within the system and is not affected by delays in other sensor signals or signal transmission delays. Furthermore, no additional power supply circuit is needed to keep the HWA system running continuously after the vehicle is powered off, thus avoiding energy consumption loss.

[0104] The fault-tolerant control method for a vehicle steer-by-wire system proposed in this application can acquire the steering wheel angle change based on electrical angles, the reference starting point value of the steering wheel angle, and the corresponding reference starting point value of the steering wheel angle after the vehicle is powered on. This allows for the estimation of the theoretical steering wheel angle value. In the event of steering wheel angle sensor failure, the theoretical steering wheel angle value can be used for fault-tolerant steering control. Without adding extra redundant components, the steering wheel angle is calculated using the motor's electrical angle, thereby recognizing the user's steering angle input to maintain normal SBW steering operation. This ensures the vehicle can still drive normally according to user needs even when the steering wheel angle sensor fails, guaranteeing the user's driving experience and effectively improving vehicle safety performance. This solves the technical problems in related technologies where adding a third angle sensor backup increases system cost, size, and weight, and compresses space in other systems. Furthermore, the lack of an effective vehicle degradation strategy to address steering wheel sensor failure can lead to vehicle malfunction, affecting not only the user experience but also posing significant safety hazards.

[0105] Next, with reference to the accompanying drawings, a fault-tolerant control device for a vehicle steer-by-wire system according to an embodiment of this application is described.

[0106] Figure 3 This is a block diagram of the fault-tolerant control device of the vehicle steer-by-wire system according to an embodiment of this application.

[0107] like Figure 3 As shown, the fault-tolerant control device 10 of the vehicle steer-by-wire system includes: a first acquisition module 100, a second acquisition module 200, and a first control module 300.

[0108] Specifically, the first acquisition module 100 is used to acquire the change in steering wheel angle of the vehicle based on electrical angle after the vehicle is powered on.

[0109] The second acquisition module 200 is used to acquire the reference starting point value of the steering wheel angle and the reference starting point value of the steering wheel angle corresponding to the electrical angle.

[0110] The first control module 300 is used to estimate the theoretical value of the first steering wheel angle of the vehicle based on the change in steering wheel angle of the electrical angle, the reference starting value of the steering wheel angle, and the reference starting value of the steering wheel angle corresponding to the electrical angle. In the event of failure of the steering wheel angle sensor, the module performs fault-tolerant control of vehicle steering based on the theoretical value of the first steering wheel angle.

[0111] Optionally, in one embodiment of this application, the second acquisition module 200 includes: an acquisition unit, a first judgment unit, and a calculation unit.

[0112] The acquisition unit is used to acquire the sensor status of the vehicle.

[0113] The first judgment unit is used to determine whether the vehicle meets the preset starting angle self-learning condition based on the sensor status.

[0114] The calculation unit is used to calculate the reference starting point value of the steering wheel angle and the reference starting point value of the electrical angle of the steering wheel angle based on the historical steering wheel angle data and the steering wheel angle change of the electrical angle, provided that the vehicle meets the self-learning conditions for the starting angle.

[0115] Optionally, in one embodiment of this application, the fault-tolerant control device 10 of the vehicle steer-by-wire system further includes: an estimation module, a calculation module, and a second control module.

[0116] The estimation module is used to estimate the theoretical angle of the second steering wheel of the vehicle's backup electrical system for the steering wheel.

[0117] The calculation module is used to compare the theoretical angle of the first steering wheel, the theoretical angle of the second steering wheel, and the angle of the steering wheel angle sensor to obtain a quantitative feedback value of the vehicle's steering wheel angle.

[0118] The second control module is used to determine the vehicle's steering wheel control angle based on quantitative feedback values, so as to perform fault-tolerant control of vehicle steering based on the steering wheel control angle.

[0119] Optionally, in one embodiment of this application, it further includes: a first switching module and / or a second switching module.

[0120] The first switching module is used to switch the flag bit of the theoretical value of the first steering wheel angle to the first available flag bit, so as to allow the call of the theoretical value of the first steering wheel angle.

[0121] The second switching module is used to switch the flag of the theoretical value of the second steering wheel angle to the second available flag, so as to allow the call of the theoretical value of the second steering wheel angle.

[0122] Optionally, in one embodiment of this application, the second control module includes: a first determining unit, a second judging unit, a second determining unit, and a third determining unit.

[0123] The first determining unit is used to determine whether the first theoretical steering wheel angle and the second theoretical steering wheel angle are valid based on the first available flag and the second available flag, respectively.

[0124] The second judgment unit is used to calculate the angle difference between the first and second theoretical steering wheel angles when both the first and second theoretical steering wheel angles are valid, and to determine whether the angle difference is less than a preset threshold.

[0125] The second determining unit is used to determine the steering wheel control angle by using the theoretical angle of the first steering wheel or the theoretical angle of the second steering wheel when the angle difference is less than a preset threshold.

[0126] The third determining unit is used to calculate the difference between the first theoretical steering wheel angle, the second theoretical steering wheel angle and the steering wheel angle sensor angle when the angle difference is greater than or equal to a preset threshold, and determine the steering wheel control angle based on the difference.

[0127] Optionally, in one embodiment of this application, the second control module further includes a fourth determining unit and a fifth determining unit.

[0128] The fourth determining unit is used to determine the steering wheel control angle based on the first steering wheel theoretical angle when the first steering wheel theoretical angle is valid and the second steering wheel theoretical angle is invalid.

[0129] The fifth determining unit is used to determine the steering wheel control angle based on the theoretical angle of the second steering wheel when the theoretical angle of the second steering wheel is valid and the theoretical angle of the first steering wheel is invalid.

[0130] Optionally, in one embodiment of this application, the second control module further includes a sixth determining unit.

[0131] The sixth determining unit is used to execute a vehicle degradation strategy when both the first and second theoretical steering wheel angles are invalid.

[0132] It should be noted that the foregoing explanation of the fault-tolerant control method embodiment for the vehicle steer-by-wire system also applies to the fault-tolerant control device of the vehicle steer-by-wire system in this embodiment, and will not be repeated here.

[0133] The fault-tolerant control device for a vehicle steer-by-wire system proposed in this application can acquire the steering wheel angle change based on electrical angles, the reference starting point value of the steering wheel angle, and the corresponding reference starting point value of the steering wheel angle after the vehicle is powered on. This allows for the estimation of the theoretical steering wheel angle value. In the event of a steering wheel angle sensor failure, the theoretical steering wheel angle value can be used for fault-tolerant steering control. Without adding additional redundant components, the steering wheel angle is calculated using the motor's electrical angle, thereby recognizing the user's steering angle input to maintain normal SBW steering operation. This ensures the vehicle can still drive normally according to user needs even when the steering wheel angle sensor fails, guaranteeing the user's driving experience and effectively improving vehicle safety performance. This solves the technical problems in related technologies where adding a third angle sensor backup increases system cost, size, and weight, and compresses space in other systems. Furthermore, the lack of an effective vehicle degradation strategy to address steering wheel sensor failure can lead to vehicle malfunction, affecting not only the user experience but also posing significant safety hazards.

[0134] Figure 4 A schematic diagram of the structure of a vehicle provided in an embodiment of this application. The vehicle may include:

[0135] The memory 401, the processor 402, and the computer program stored on the memory 401 and capable of running on the processor 402.

[0136] When the processor 402 executes the program, it implements the fault-tolerant control method for the vehicle steer-by-wire system provided in the above embodiments.

[0137] Furthermore, the vehicle also includes:

[0138] Communication interface 403 is used for communication between memory 401 and processor 402.

[0139] The memory 401 is used to store computer programs that can run on the processor 402.

[0140] The memory 401 may include high-speed RAM memory, and may also include non-volatile memory, such as at least one disk storage device.

[0141] If the memory 401, processor 402, and communication interface 403 are implemented independently, then the communication interface 403, memory 401, and processor 402 can be interconnected via a bus to complete communication between them. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be divided into address buses, data buses, control buses, etc. For ease of representation, Figure 4 Only one thick line is used in the diagram, but this does not mean that there is only one bus or one type of bus.

[0142] Optionally, in a specific implementation, if the memory 401, processor 402, and communication interface 403 are integrated on a single chip, then the memory 401, processor 402, and communication interface 403 can communicate with each other through an internal interface.

[0143] Processor 402 may be a central processing unit (CPU), an application specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of this application.

[0144] This embodiment also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the above-described fault-tolerant control method for a vehicle steer-by-wire system.

[0145] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the fault-tolerant control method for the vehicle steer-by-wire system provided in this embodiment of the invention.

[0146] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0147] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be understood to indicate or imply relative importance or implicitly specify the number of technical features indicated. Thus, a feature specified as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of this application, "N" means at least two, for example, two, three, etc., unless otherwise specifically defined.

[0148] Any process or method description in a flowchart or otherwise described herein may be understood to represent a module, fragment or portion of code comprising one or N executable instructions for implementing a custom logical function or process step, and the scope of the preferred embodiments of the present application includes alternative implementations in which functions may be performed in a different order than shown or discussed, including performing functions in a substantially simultaneous manner or in a reverse order depending on the functions involved, which should be understood by those skilled in the art to which the embodiments of the present application pertain.

[0149] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of computer-readable media include: an electrical connection having one or more wires (electronic device), a portable computer disk drive (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Alternatively, the computer-readable medium may be paper or other suitable media on which the program can be printed, since the program can be obtained electronically by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in a computer memory.

[0150] It should be understood that the various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, the N steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0151] Those skilled in the art will understand that all or part of the steps of the methods in the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, the program includes one or a combination of the steps of the method embodiments.

[0152] Furthermore, the functional units in the various embodiments of this application can be integrated into a processing module, or each unit can exist physically separately, or two or more units can be integrated into a module. The integrated module can be implemented in hardware or as a software functional module. If the integrated module is implemented as a software functional module and sold or used as an independent product, it can also be stored in a computer-readable storage medium.

[0153] The storage medium mentioned above can be a read-only memory, a disk, or an optical disk, etc. Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions, and variations to the above embodiments within the scope of this application.

Claims

1. A fault-tolerant control method for a vehicle steer-by-wire system, characterized in that, Includes the following steps: After the vehicle is powered on, the change in steering wheel angle based on the electrical angle is obtained; Obtain the reference starting point value of the steering wheel angle and the corresponding reference starting point value of the steering wheel angle for the electrical angle; The theoretical value of the first steering wheel angle of the vehicle is estimated based on the change in steering wheel angle of the electrical angle, the reference starting point value of the steering wheel angle, and the reference starting point value of the steering wheel angle corresponding to the electrical angle. The step of estimating the theoretical value of the vehicle's first steering wheel angle based on the steering wheel angle change based on the electrical angle, the reference starting point value of the steering wheel angle, and the reference starting point value of the steering wheel angle corresponding to the electrical angle includes: calculating the average values ​​of the angle data from the m-fold steering wheel angle sensor and the steering wheel angle change calculated based on the electrical angle, and using the average values ​​as the reference starting point values ​​of the steering wheel angle. The reference starting point value of the steering wheel angle corresponding to the electrical angle. Save; Specifically, the change in steering wheel angle at the current electrical angle is calculated during the periodic scheduling of motor control. The theoretical value of the first steering wheel angle is calculated based on the following formula. : ； In the event of a failure of the steering wheel angle sensor, fault-tolerant control of the vehicle steering is performed based on the theoretical value of the first steering wheel angle.

2. The method according to claim 1, characterized in that, The process of obtaining the reference starting point value for the steering wheel angle and the reference starting point value for the steering wheel angle corresponding to the electrical angle includes: Obtain the sensor status of the vehicle; Based on the sensor status, determine whether the vehicle meets the preset starting angle self-learning condition; If the vehicle meets the self-learning condition for the starting angle, then the reference starting point value of the steering wheel angle and the reference starting point value of the steering wheel angle of the electrical angle are calculated based on the historical steering wheel angle data of the steering wheel and the steering wheel angle change of the electrical angle.

3. The method according to claim 1, characterized in that, After estimating the theoretical value of the first steering wheel angle of the vehicle, the process also includes: Estimate the theoretical second steering wheel angle of the vehicle's backup electrical system for the steering wheel; By comparing the first theoretical steering wheel angle, the second theoretical steering wheel angle, and the steering wheel angle sensor angle, a quantitative feedback value of the vehicle's steering wheel angle is obtained; The vehicle's steering wheel control angle is determined based on the quantitative feedback value, and the vehicle's steering is then subjected to fault-tolerant control based on the steering wheel control angle.

4. The method according to claim 3, characterized in that, in, After estimating the theoretical value of the first steering wheel angle of the vehicle, the method further includes: switching the flag bit of the theoretical value of the first steering wheel angle to a first available flag bit to allow the call to the theoretical value of the first steering wheel angle; And / or, after estimating the second theoretical steering wheel angle, the method further includes: switching the flag of the second theoretical steering wheel angle to a second available flag to allow the second theoretical steering wheel angle to be invoked.

5. The method according to claim 4, characterized in that, Determining the steering wheel control angle of the vehicle based on the quantitative feedback value includes: Based on the first available flag and the second available flag, determine whether the first theoretical steering wheel angle and the second theoretical steering wheel angle are valid, respectively. If both the first and second theoretical steering wheel angles are valid, calculate the angle difference between the first and second theoretical steering wheel angles, and determine whether the angle difference is less than a preset threshold. If the angle difference is less than the preset threshold, the steering wheel control angle is determined using the first theoretical steering wheel angle or the second theoretical steering wheel angle. If the angle difference is greater than or equal to the preset threshold, the differences between the first theoretical steering wheel angle and the second theoretical steering wheel angle and the steering wheel angle sensor angle are calculated respectively, and the steering wheel control angle is determined based on the difference.

6. The method according to claim 5, characterized in that, After determining whether the first theoretical steering wheel angle and the second theoretical steering wheel angle are valid based on the first available flag and the second available flag, respectively, the method further includes: If the first theoretical steering wheel angle is valid and the second theoretical steering wheel angle is invalid, then the steering wheel control angle is determined based on the first theoretical steering wheel angle. If the second theoretical steering wheel angle is valid and the first theoretical steering wheel angle is invalid, then the steering wheel control angle is determined based on the second theoretical steering wheel angle.

7. The method according to claim 5, characterized in that, After determining whether the first theoretical steering wheel angle and the second theoretical steering wheel angle are valid based on the first available flag and the second available flag, respectively, the method further includes: If both the first and second theoretical steering wheel angles are invalid, then the vehicle degradation strategy is executed.

8. A fault-tolerant control device for a vehicle steer-by-wire system, characterized in that, include: The first acquisition module is used to acquire the change in steering wheel angle of the vehicle based on electrical angle after the vehicle is powered on; The second acquisition module is used to acquire the reference starting point value of the steering wheel angle and the reference starting point value of the steering wheel angle corresponding to the electrical angle; The control module is used to estimate the theoretical value of the first steering wheel angle of the vehicle based on the steering wheel angle change of the electrical angle, the reference starting point value of the steering wheel angle, and the reference starting point value of the steering wheel angle corresponding to the electrical angle; and to perform fault-tolerant control of the vehicle steering based on the theoretical value of the first steering wheel angle in the event that the steering wheel angle sensor fails. The control module is further configured to calculate the average values ​​of the angle data from the m-turn steering wheel angle sensor and the steering wheel angle change calculated based on the electrical angle, and use these average values ​​as reference starting points for the steering wheel angle. The reference starting point value of the steering wheel angle corresponding to the electrical angle. Save; Specifically, the change in steering wheel angle at the current electrical angle is calculated during the periodic scheduling of motor control. The theoretical value of the first steering wheel angle is calculated based on the following formula. : 。 9. A vehicle, characterized in that, include: A memory, a processor, and a computer program stored in the memory and executable on the processor, the processor executing the program to implement the fault-tolerant control method for a vehicle steer-by-wire system as described in any one of claims 1-7.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that, The program is executed by the processor to implement the fault-tolerant control method for the vehicle steer-by-wire system as described in any one of claims 1-7.

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