Steer-by-wire system based on cross-system signal detection and design method thereof

Abstract

The invention discloses a steering-by-wire system based on cross-system signal detection and a design method of the steering-by-wire system, and belongs to the technical field of automobile steering control, the system comprises a steering execution motor, a steering execution motor controller, a steering gear, a steering road feeling motor, a steering road feeling motor controller, a steering domain controller and a cross-system signal detection module, the cross-system signal detection module performs signal interaction with the steering domain controller, the braking system and the driving system, and is used for collecting and monitoring the running state of each system in real time and collecting multi-system signals to the steering domain controller; the steering domain controller is used for generating control instructions of the steering execution motor and the steering road sensing motor according to the multi-system signal and the steering state feedback signal so as to complete steering. By designing real-time signal interaction of multiple systems, when a fault occurs, a fault source can be quickly diagnosed, a control strategy can be adjusted, and efficient fault diagnosis and redundant fault-tolerant control are realized.

Description

Technical Field

[0001] The present invention belongs to the technical field of automobile steering control, and in particular relates to a steer-by-wire system based on cross-system signal detection and a design method thereof. Background Art

[0002] The statements in this section merely provide background information related to the present invention and do not necessarily constitute prior art.

[0003] Steer-by-wire systems are a key technology in modern intelligent driving and autonomous driving systems. Compared to traditional mechanical or hydraulic steering methods, steer-by-wire systems rely on electronic signal transmission and control, offering advantages such as fast response, flexible layout, and the absence of mechanical connections. However, the rapid development of intelligent driving technology, particularly in autonomous driving and advanced driver assistance systems (ADAS) applications, has placed higher demands on the safety, reliability, and real-time performance of steer-by-wire systems, particularly in terms of fault detection and fault-tolerant control.

[0004] Existing steer-by-wire system designs usually rely on designing redundant hardware such as dual motors, dual sensors, and dual controllers to improve fault tolerance. This type of redundant design method can ensure that the system maintains basic functions in the event of a single component failure, thereby improving the redundancy and fault tolerance of a single system. For example, patent CN202310469257.0 proposes a dual-winding distributed steer-by-wire system and its fault-tolerant control method, which achieves fault-tolerant control of the steering system through motor redundancy design; patent CN202310532045.2 proposes an intelligent electric chassis configuration and a fault-tolerant control method for an intelligent electric chassis, which utilizes redundant braking units to improve vehicle safety; patent CN202310518029.8 proposes a multi-source coupled skateboard chassis system and its multi-level fault-tolerant control method, which integrates all-wheel drive, steering, and braking systems to effectively improve the fault tolerance of the entire vehicle. That is, most existing research is limited to redundant design within a single system. However, in practical applications, the redundant design of a single system has many shortcomings, including:

[0005] (1) Software level: The existing steer-by-wire system mainly relies on signal feedback from a single system when performing signal detection, signal transmission, and potential failure judgment of target execution. This approach may have lags, making it difficult to detect potential faults in a timely manner, and there is a lag risk, which affects safety performance.

[0006] (2) Hardware level: The existing dual-redundancy design scheme for hardware of the steer-by-wire controller can improve system reliability, but it can also easily lead to excessive redundancy and increase system cost and complexity, especially under the premise of meeting functional safety standards (such as the requirement that the random hardware failure rate must meet the r1 FIT requirement). The existing redundancy design scheme does not consider the need for cross-system signal acquisition. Due to the lack of consideration for cross-system signal sharing and redundancy optimization, the existing architecture design is difficult to achieve a hardware system with both high redundancy and fault tolerance under cost constraints.

[0007] Therefore, in the context of increasing system complexity and interactivity, the existing single redundant wire-controlled steering system often finds it difficult to meet the system's collaborative control requirements and cannot effectively solve system safety issues in complex fault situations. Summary of the Invention

[0008] In order to address the deficiencies of the above-mentioned prior art, the present invention provides a wire-controlled steer system based on cross-system signal detection and a design method thereof. By designing a cross-system signal detection module to perform real-time signal interaction with other vehicle systems such as the steering domain controller, braking system, and drive system, it is possible to effectively monitor and collect status information of each subsystem. In this way, when a fault occurs, the source of the fault can be quickly diagnosed and the control strategy can be adjusted, thereby achieving efficient fault diagnosis and redundant fault-tolerant control, ensuring that the vehicle can still maintain normal driving and control when some systems fail.

[0009] In a first aspect, the present invention provides a steer-by-wire system based on cross-system signal detection.

[0010] A steer-by-wire system based on cross-system signal detection, comprising a steering actuator motor, a steering actuator motor controller, a steering gear, a steering road sensing motor, a steering road sensing motor controller, a steering domain controller, and a cross-system signal detection module;

[0011] Among them, the cross-system signal detection module interacts with the steering domain controller, braking system, and drive system to conduct signal interaction, and is used to collect and monitor the operating status of each system in real time, and aggregate multi-system signals to the steering domain controller; the steering domain controller is connected to the steering execution motor controller and the steering road sense motor controller and interacts with signals in both directions, the steering execution motor controller adopts a dual-redundant design and is connected to the steering execution motor, the steering execution motor is connected to the steering gear, the steering road sense motor controller adopts a dual-redundant design and is connected to the steering road sense motor, and the steering road sense motor is connected to the steering gear; the steering domain controller is used to generate control instructions for the steering execution motor and the steering road sense motor based on multi-system signals and steering status feedback signals to complete steering.

[0012] In a further technical solution, the steering execution motor controller is used to execute the steering execution motor control instruction transmitted by the steering domain controller to control the steering execution motor;

[0013] The steering actuator motor is a dual-winding permanent magnet synchronous motor, which is used to output steering torque according to control instructions;

[0014] The steering gear is used to transmit steering torque to the vehicle's steering wheels to complete steering.

[0015] In a further technical solution, the steering road sense motor controller is used to execute the steering road sense motor control instructions transmitted by the steering domain controller to control the steering road sense motor;

[0016] The steering road feel motor is a dual-winding permanent magnet synchronous motor, which is used to provide force feedback according to control commands to provide road feel simulation;

[0017] The steering gear is used to transmit the road information simulated by force feedback to the steering wheel to complete the interaction with the driver.

[0018] In a second aspect, the present invention provides a design method for a steer-by-wire system based on cross-system signal detection.

[0019] A design method for a steer-by-wire system based on cross-system signal detection includes:

[0020] A cross-system signal detection model is constructed for the steer-by-wire system, braking system, and drive system. Based on this model, real-time operating status signals of multiple systems are collected to form a cross-system signal library. After signal synchronization and standardization, fault warning parameters for the operating status of each system under multi-system coordination are obtained.

[0021] Based on the cross-system signal library, a cross-system fault warning model is established. The redundant signals of other systems relative to a single system are used as the basis for early warning. The real-time status parameters and cross-system signal interaction parameters output by the cross-system fault warning model are obtained.

[0022] Based on the cross-system signal interaction parameters, the redundant configuration parameters that meet the random hardware failure rate r1 FIT are calculated, and the redundant hardware architecture of the optimized steer-by-wire system is obtained.

[0023] Based on redundant configuration parameters, a cross-system fault-tolerant control strategy is constructed, and fault warning parameters are used to dynamically adjust the system's fault-tolerant control strategy;

[0024] The adjusted cross-system fault-tolerant control strategy is integrated into the steer-by-wire system to complete the system's hardware and software integration.

[0025] According to a further technical solution, the real-time operating status signal includes a steering angle, a torque signal, a braking signal, and a vehicle speed.

[0026] A further technical solution is to perform signal synchronization and standardization on the signals in the cross-system signal library to obtain fault warning parameters of the operating status of each system under multi-system collaboration, including:

[0027] Add timestamps to data from different sources, use spline interpolation to align signals with different sampling rates, eliminate data noise and delay, standardize the frequency and unit of each signal, and integrate the processed data into a standardized multi-system coordinated signal;

[0028] Set the fault identification threshold, extract the key parameters for early warning based on the standardized multi-system collaborative signal and fault identification threshold, and construct the fault warning parameters that include the operating status of each system.

[0029] According to a further technical solution, the key parameters include: abnormal yaw rate and abnormal steering wheel torque.

[0030] A further technical solution is to construct the cross-system fault warning model, including:

[0031] The Bayesian network machine learning algorithm is used to train the model in combination with historical fault data. By comparing the signal characteristics under normal operation and fault conditions, the correlation between signals of different systems is learned and the key fault triggering signals are identified.

[0032] Further technical solutions include conducting fault simulation tests based on a multi-system collaborative control mechanism. Through real-time feedback of cross-system signals and redundancy optimization strategies, the system's fault tolerance and safety under complex working conditions can be verified.

[0033] Based on the test results, adjust the parameters and optimize the configuration of the final system.

[0034] In a third aspect, the present invention further provides a vehicle comprising the steer-by-wire system based on cross-system signal detection proposed in the first aspect.

[0035] One or more of the above technical solutions have the following beneficial effects:

[0036] 1. The present invention provides a steer-by-wire system based on cross-system signal detection and a design method thereof. By designing a cross-system signal detection module to conduct real-time signal interaction with other vehicle systems such as the steering domain controller, braking system, and drive system, it can effectively monitor and collect status information of each subsystem. In this way, when a fault occurs, the source of the fault can be quickly diagnosed and the control strategy can be adjusted, achieving efficient fault diagnosis and redundant fault-tolerant control, ensuring that normal vehicle driving and control can be maintained when some systems fail.

[0037] 2. The wire-controlled steer system based on cross-system signal detection of the present invention can intelligently adjust the working status of each subsystem through the coordinated action of the steering domain controller and the cross-system signal detection module when some actuators fail, forming an effective fault redundancy control strategy, avoiding the control strategy from being too conservative and affecting the system performance, and improving the safety and reliability of the vehicle.

[0038] 3. The system architecture and control strategy of the present invention have good flexibility and scalability, and can be seamlessly integrated with a variety of autonomous driving and advanced driver assistance systems (ADAS). Through cross-system signal interaction and dual redundancy design, the system can adapt to a variety of different working conditions and driving scenarios to meet the needs of future intelligent vehicle development.

[0039] Advantages of additional aspects of the present invention will be given in part in the following description and in part will be obvious from the following description, or will be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] The accompanying drawings, which constitute a part of the present invention, are used to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute improper limitations on the present invention.

[0041] Figure 1 This is an overall structural diagram of a steer-by-wire system based on cross-system signal detection according to an embodiment of the present invention;

[0042] Figure 2 This is a schematic diagram of a design method for a steer-by-wire system based on cross-system signal detection according to an embodiment of the present invention.

[0043] Among them, 1. Steering execution motor; 2. Steering execution motor controller; 3. Steering gear; 4. Steering road sense motor; 5. Steering road sense motor controller; 6. Steering domain controller; 7. Cross-system signal detection module; 8. Steering wheel. DETAILED DESCRIPTION

[0044] It should be noted that the following detailed descriptions are exemplary only and are intended to describe specific embodiments and provide further explanation of the present invention, and are not intended to limit the exemplary embodiments according to the present invention. Unless otherwise indicated, all technical and scientific terms used herein have the same meanings as those commonly understood by those of ordinary skill in the art to which the present invention belongs. In addition, it should be understood that when the terms "comprise" and / or "include" are used in this specification, they indicate the presence of features, steps, operations, devices, components and / or combinations thereof.

[0045] With the increase in system complexity, cross-system collaboration has become a key factor in ensuring the overall safety of the vehicle. However, existing steer-by-wire systems mostly focus on the redundant design of a single system, without considering the system's needs for cross-system signals and coordinated control, and without fully considering the impact of cross-system signal interaction on fault detection. To this end, the present invention proposes a steer-by-wire system and a design method based on cross-system signal detection. By introducing cross-system signal detection into the design of the steer-by-wire system and redesigning the existing system hardware architecture, costs can be reduced at the hardware level while ensuring system safety. In addition, since cross-system signal interaction can obtain status information of other systems faster or even in advance, more timely fault warning and processing can be achieved at the software level through fault-tolerant control and multi-system control. For example, when the steering system partially fails, the signal of the drive system or braking system can be used as supplementary information to collaboratively implement fault diagnosis and fault-tolerant control, thereby comprehensively solving the system safety issues under complex working conditions or fault conditions, and effectively improving the overall safety and reliability of the steer-by-wire system.

[0046] Example 1

[0047] This embodiment provides a steer-by-wire system based on cross-system signal detection, such as Figure 1 As shown, it includes a steering execution motor 1, a steering execution motor controller 2, a steering gear 3, a steering road sense motor 4, a steering road sense motor controller 5, a steering domain controller 6 and a cross-system signal detection module 7.

[0048] Among them, the steering execution motor 1 is a dual-winding permanent magnet synchronous motor, and the dual-winding design improves the redundancy and reliability of the motor; the steering execution motor 1 is connected to the steering gear 3. The steering execution motor 1 serves as an actuator of the steering system and provides the torque output required for vehicle steering. Specifically, the steering execution motor 1 is directly connected to the worm gear mechanism of the steering gear 3 through an axis. The worm gear mechanism converts the rotational torque output by the motor into angle control of the steering wheel 8, ensuring that the steering wheel is directly driven to achieve vehicle steering when the execution motor is working.

[0049] Steering gear 3 utilizes an electric power steering system (REPS) to transfer the output torque of the steering actuator motor 1 to the vehicle's steering wheels via a worm gear mechanism, achieving steering control. The design of steering gear 3 ensures that even if the steering actuator motor fails, other systems can still provide steering control.

[0050] The steering execution motor controller 2 adopts a dual-redundant design and has the ability to independently control the steering execution motor 1 (i.e., a dual-winding permanent magnet synchronous motor). The steering execution motor controller 2 has cross-system signal detection and interaction functions, and can exchange information with the steering domain controller 6 in real time to ensure the safety and stability of steering execution. Among them, the steering execution motor controller 2 is responsible for executing the instructions transmitted by the steering domain controller 6, accurately controlling the steering execution motor 1, and realizing vehicle steering. The steering execution motor controller 2 exchanges data with the angle sensor set on the steering gear 3 and the torque sensor set on the steering execution motor 1 through the high-speed CAN bus. These sensors respectively detect the steering angle and motor output torque in real time, and transmit the signal to the steering execution motor controller 2 to optimize the control accuracy.

[0051] Similarly, the steering motor 4 is a dual-winding permanent magnet synchronous motor with a similar dual-winding structure to the steering actuator motor 1 to enhance system redundancy. The steering motor 4 provides road feel simulation through force feedback, allowing the driver to obtain realistic road surface information, improving driving comfort and control. The steering motor 4 is connected to the steering gear 3 via an independent feedback shaft. Its primary function is to simulate the driver's steering feel and transmit road surface information to the steering wheel through a force feedback mechanism, enabling interaction with the driver.

[0052] The steering road sense motor controller 5 adopts a dual-redundant design and is responsible for tracking and controlling the steering road sense motor 4. The steering road sense motor controller 5 is the same as the steering execution motor controller 2, has cross-system signal interaction capabilities, and maintains real-time communication with the steering domain controller 6. Under the guidance of the steering domain controller 6, the steering road sense motor controller 5 accurately controls the steering road sense motor 4 according to the vehicle's driving status and road sense information, thereby realizing the adjustment of the steering force feedback.

[0053] The steering domain controller 6 is connected via Ethernet to the steering actuator motor controller 2, the steering road sensing motor controller 5, and the cross-system signal detection module 7, enabling high-speed, stable signal transmission and two-way interaction, ensuring real-time information sharing between systems. The cross-system signal detection module 7 is connected via Ethernet to the vehicle's steering, braking, and drive systems, collecting the operating status of these systems in real time to determine the overall vehicle status. These signals are then integrated and transmitted to the steering domain controller 6, supporting cross-system collaborative control and fault diagnosis.

[0054] The steering domain controller 6 is the core control unit of this embodiment, responsible for unified and coordinated control of the entire wire-controlled steering system. The steering domain controller 6 can perform two-way signal interaction with the steering execution motor controller 2 and the steering road feel motor controller 5 to achieve real-time calculation and monitoring of the vehicle's steering angle and road feel. During driving operations, the steering domain controller 6 calculates the target steering angle and road feel value based on information such as the steering signal, vehicle speed, and road conditions, and transmits it to each controller to achieve precise steering control of the vehicle.

[0055] The cross-system signal detection module 7 exchanges signals with other vehicle systems such as the steering domain controller 6, the braking system, and the drive system through the CAN bus or Ethernet. The cross-system signal detection module 7 can collect and monitor the operating status of each system in real time, and aggregate multi-system signals to the steering domain controller 6 to provide more accurate fault warning and diagnostic information. The cross-system signal detection module enables the steering system to obtain status information of other systems in a timely manner, thereby improving the accuracy and fault tolerance of fault diagnosis.

[0056] When the vehicle is in normal driving state, the steering domain controller 6 is responsible for receiving the driver's steering instructions, and realizes the steering control of the vehicle by working in coordination with the steering execution motor controller 2 and the steering road sense motor controller 5. The status information of the steering execution motor 1 and the steering road sense motor 4 will be fed back to the steering domain controller 6 in real time to ensure that the system can accurately track the target turning angle and road feel of the vehicle.

[0057] In the event of a partial fault or failure, the cross-system signal detection module 7 will promptly capture status information from other systems and transmit it to the steering domain controller 6 to diagnose and process the fault status. The steering domain controller 6 adjusts the control strategy of the steering execution motor and the steering road sensing motor based on the cross-system signal information to ensure that the system can still maintain the steering function in the fault state.

[0058] Through the design of a dual-winding permanent magnet synchronous motor and a dual redundant controller, as well as the combination with cross-system signal detection, the wire-controlled steering system proposed in this embodiment can achieve the goals of high safety, high reliability and high responsiveness, and meet the functional safety requirements of autonomous driving and advanced driver assistance systems.

[0059] Example 2

[0060] The present embodiment provides a design method for a wire-controlled steer system based on cross-system signal detection, which is applied to the above-mentioned wire-controlled steer system to achieve more accurate and timely fault diagnosis and fault-tolerant control through the interaction and coordination of cross-system signals. Figure 2 As shown, the steps include:

[0061] Step S1: Construct a cross-system signal detection model for the wire-controlled steering system and other key systems such as the braking system and the drive system. Based on the cross-system signal detection model, collect real-time operating status signals of multiple systems including steering angle, torque signal, braking signal, vehicle speed, etc. to form a cross-system signal library. After signal synchronization and standardization processing, obtain fault warning parameters of the operating status of each system under multi-system collaboration.

[0062] Step S1.1: Construct a cross-system signal detection model. First, deploy corresponding sensors in different vehicle systems to collect key operating parameters. Specifically, a high-precision photoelectric sensor is installed in the steering system to obtain steering angle data. The sensor uses a floating-point (float32) data type and a sampling frequency of s1 Hz to ensure real-time data accuracy. A torque sensor is installed on the steering wheel shaft to collect the torque signal applied to the steering wheel. The data type is also a floating-point (float32) and the sampling frequency is s2 Hz. The wheel speed sensor is used to monitor vehicle speed. The data is stored in floating-point (float32) format and the sampling frequency is s3 Hz. The braking system is equipped with a piezoelectric sensor to measure brake pressure. The data type is a floating-point (float32) and the sampling frequency is s4 Hz. In addition, an inertial measurement unit (IMU) is placed at the center of the vehicle body to measure the vehicle's yaw rate, acceleration, and pitch angle. The data is a floating-point array (float32) and the sampling frequency is s5 Hz to capture the vehicle's dynamic response. In addition, a JSON data structure is designed for storing and transmitting data; Raspberry Pi is used to implement signal acquisition and processing, and read sensor data in real time; ROS (Robot Operating System) is used for signal processing, providing good modularity and communication support.

[0063] Step S1.2: Based on the cross-system signal detection model, the data collected by all sensors are aggregated and transmitted to the cross-system signal library. The signal library uses a MySQL database to store real-time operation data of different systems to ensure the timeliness and integrity of the data.

[0064] Step S1.3: Perform signal synchronization and standardization on the signals in the cross-system signal library. This process involves adding ISO 8601 timestamps to data from different sources and using spline interpolation to align signals with different sampling rates, eliminating data noise and latency. The frequencies and units of the signals from each system are standardized, and the processed data is integrated into a standardized multi-system coordinated signal.

[0065] Step S1.4: Set the fault identification threshold. Based on the standardized signal and the fault identification threshold, construct fault warning parameters that include the operating status of each system. The steering angle abnormality threshold is set to ±t1 degrees, the steering torque abnormality threshold is set to ±t2 Nm, the upper limit of the brake pressure abnormality threshold is set to t3 bar, and the upper limit of the vehicle speed abnormality threshold is set to t4 km / h. Based on the standardized signal and the fault identification threshold, construct fault warning parameters that include the operating status of each system. Use the expert system rule engine to analyze the operating deviations and abnormal signal characteristics of each system, extracting key parameters for early warning, such as abnormal yaw rate and abnormal steering wheel torque, laying the foundation for subsequent fault detection and fault-tolerant control.

[0066] Step S2: Based on the cross-system signal library in step S1, a cross-system fault warning model is established. By analyzing the signal correlation between the systems, the key fault trigger signals are identified. For the signal lag problem that may occur in a single system, the redundant signal information of other systems is used as the basis for early warning, and the real-time status parameters and cross-system signal interaction parameters output by the cross-system fault warning model are obtained.

[0067] Specifically, a cross-system fault warning model is established based on various types of data stored in the cross-system signal library in step S1. The model uses a Bayesian network machine learning algorithm and combines historical fault data for model training. The algorithm compares the signal characteristics under normal operation and fault conditions, learns the correlation between signals between different systems, and identifies key fault trigger signals. When the signal of a certain system lags, it is supplemented by redundant signal information from other related systems. Multi-sensor fusion technology is used to integrate information from different signals through weighted averaging to reduce the impact of signal lag. Cross-system signal interaction parameters are introduced in model design, and state parameters are calculated in real time through signal synchronization processing. The state parameters are fed back to the fault warning model to form a real-time status report. The cross-system signal interaction parameters are sent to each subsystem through the fault warning model to ensure that each system can be coordinated and controlled according to the real-time status.

[0068] Step S3: Redesign the redundant architecture of the steer-by-wire system based on the cross-system signal interaction parameters from step S2. By optimizing the existing dual-redundancy design, rationally allocating hardware resources, reducing the number and cost of redundant devices, and calculating redundant configuration parameters that meet the random hardware failure rate r1 FIT based on cross-system signal sharing, the optimized hardware system architecture is obtained.

[0069] Specifically, based on the cross-system signal interaction parameters obtained in step S2, the redundant architecture of the steer-by-wire system is redesigned to optimize the existing dual-redundancy design. Traditional dual-redundancy designs primarily rely on hardware redundancy, such as dual motors, dual sensors, and dual controllers. However, the architecture designed in this embodiment places greater emphasis on reducing hardware redundancy through cross-system signal sharing. The specific operations of this redesign are as follows:

[0070] Step S3.1: Evaluate the reliability of the current redundant configuration and use fault tree analysis (FTA) to evaluate the failure rate under different redundant configurations. By reallocating the resources of redundant hardware, reducing unnecessary redundant equipment, and selecting multifunctional sensors to reduce the number of physical devices, the overall cost is reduced.

[0071] Step S3.2: Use probability theory and reliability engineering methods to establish a reliability model for the redundant system and calculate the overall reliability of the system under a given component failure rate. Assuming the failure rate of each component is λ, calculate the average failure rate of the system based on the number of components and the type of redundant configuration.

[0072] Step S3.3: By adjusting the redundant configuration and component failure rates, calculate the redundant configuration parameters that meet the random hardware failure rate of r1FIT. At the same time, reduce the redundant configuration requirements through cross-system signal interaction, achieve reasonable allocation and utilization of redundant resources, and obtain an optimized redundant architecture that meets the balance between cost and performance.

[0073] Step S4: Based on the redundant configuration parameters in step S3, a cross-system fault-tolerant control strategy is constructed. By integrating the status information of the steering, braking, and drive systems, a multi-system fault-tolerant control feedback loop is formed. Then, using the fault warning parameters obtained in step S2, the system's fault-tolerant control strategy is dynamically adjusted to ensure that the system can still maintain high safety and functional integrity in the partial fault state, and the final control parameters are output.

[0074] Step S4.1: Based on the redundant configuration parameters in step S3, a cross-system fault-tolerant control strategy is constructed to ensure that when a system fails, other systems can take over and maintain the basic functions of the vehicle. Specifically, the extended Kalman filter (EKF) is first used to fuse the signals of each system, update the system status in real time, and detect abnormal situations; then, the model predictive control method is used to dynamically adjust the control input based on the current state and future predictions to achieve optimal performance. The control strategy is designed with multi-level fault-tolerant mechanisms in mind. In the event of minor faults, direct compensation is achieved through adjustment of control parameters, such as changing the steering wheel feedback torque; when moderate faults occur, basic control is maintained by switching to the backup channel; in the event of severe faults, the system activates a cross-system coordination mechanism, such as jointly adjusting the vehicle's driving trajectory through the braking system and the drive system to compensate for the functional loss of the steering system.

[0075] Step S4.2: Obtain the real-time status information of each system through sensor data, feed the status information of the steering, braking, and drive systems back to the cross-system signal detection model for integration, monitor the health status of each system in real time, and communicate data through the signal synchronization processing module to adjust the control strategy in a timely manner.

[0076] Step S4.3: Generate final control parameters based on the dynamically adjusted control strategy, such as the output steering angle adjustment value, the braking signal adjustment amplitude, and the drive system power distribution. Verify the fault-tolerant control strategy under actual operating conditions to ensure that the system maintains high safety and functional integrity even in the event of partial failures. Collect test data to evaluate the effectiveness of the fault-tolerant control and further optimize the control parameters based on the test results.

[0077] Step S5: Integrate the cross-system fault-tolerant control strategy in step S4 into the steer-by-wire system to complete the hardware and software integration of the system.

[0078] Specifically, the cross-system fault-tolerant control strategy in step S4 is integrated into the steer-by-wire system. Hardware integration involves physically connecting optimized redundant controllers, sensors, actuators, and other components to the steer-by-wire, braking, and drive systems, and transmitting these components in real time via the CAN bus. At the software level, the cross-system fault-tolerant control strategy is embedded in the steering domain controller to ensure inter-module collaboration, data synchronization, and effective execution of fault response logic.

[0079] Preferably, fault simulation tests are carried out based on the collaborative control mechanism of multiple systems, and the fault tolerance and safety of the system under complex working conditions are verified through real-time feedback of cross-system signals and redundant optimization strategies; according to the test results, parameters are adjusted to optimize the configuration of the final system.

[0080] Specifically, after completing the design of the aforementioned fault-tolerant control strategy, it is integrated into the steer-by-wire system's hardware and software architecture to ensure that the control strategy effectively coordinates the operation of various systems. After hardware and software integration is complete, fault simulation testing is conducted based on the multi-system coordinated control mechanism. A hardware-in-the-loop (HIL) test platform is established to simulate sensor signal inputs and controller responses to replicate various fault scenarios, such as sensor failure, communication interruption, and motor failure. During testing, a cross-system signal detection model is used to monitor the operating status of each system and verify the control strategy's response speed and safety performance under different fault conditions. By comparing performance indicators with design goals, parameters requiring adjustment and control logic optimization are identified. For example, if the response is insufficient under certain fault scenarios, efficiency can be improved by increasing signal priority or optimizing filtering algorithms. If the control behavior is found to be overly conservative, redundant switching conditions can be appropriately relaxed to enhance the driving experience. The optimized parameters are then subjected to further fault simulation testing to ensure that the adjusted system stability and safety meet design requirements, ultimately achieving efficient configuration and reliable operation of the steer-by-wire system.

[0081] During testing, the system's response and fault tolerance were monitored in real time, and the effectiveness of the control strategy was verified using a cross-system signal feedback mechanism. Based on the test results, the system's performance under various fault conditions was analyzed, and control parameters and configuration optimization were used to further enhance the system's stability and fault tolerance. Ultimately, the testing and optimization process ensured that the steer-by-wire system could handle a variety of complex scenarios in real-world applications, with efficient fault tolerance and safety, thereby achieving the goal of improving overall vehicle safety and reliability.

[0082] Example 3

[0083] This embodiment provides a vehicle, including the steer-by-wire system based on cross-system signal detection proposed in the first embodiment.

[0084] The above description is only a preferred embodiment of the present invention. Although the specific implementation of the present invention is described in conjunction with the accompanying drawings, it does not limit the scope of protection of the present invention. Those skilled in the art should understand that based on the technical solution of the present invention, various modifications or variations that can be made by those skilled in the art without creative work are still within the scope of protection of the present invention.

Claims

1. A steer-by-wire system based on cross-system signal detection, characterized in that: Including steering actuator motor, steering actuator motor controller, steering gear, steering road sense motor, steering road sense motor controller, steering domain controller and cross-system signal detection module; Among them, the cross-system signal detection module interacts with the steering domain controller, braking system, and drive system to conduct signal interaction, and is used to collect and monitor the operating status of each system in real time, and aggregate multi-system signals to the steering domain controller; the steering domain controller is connected to the steering execution motor controller and the steering road sense motor controller and interacts with signals in both directions, the steering execution motor controller adopts a dual-redundant design and is connected to the steering execution motor, the steering execution motor is connected to the steering gear, the steering road sense motor controller adopts a dual-redundant design and is connected to the steering road sense motor, and the steering road sense motor is connected to the steering gear; the steering domain controller is used to generate control instructions for the steering execution motor and the steering road sense motor based on multi-system signals and steering status feedback signals to complete steering.

2. The steer-by-wire system based on cross-system signal detection according to claim 1, characterized in that: The steering execution motor controller is used to execute the steering execution motor control instructions transmitted by the steering domain controller and control the steering execution motor; The steering actuator motor is a dual-winding permanent magnet synchronous motor, which is used to output steering torque according to control instructions; The steering gear is used to transmit steering torque to the vehicle's steering wheels to complete steering.

3. The steer-by-wire system based on cross-system signal detection according to claim 1, characterized in that: The steering road sense motor controller is used to execute the steering road sense motor control instructions transmitted by the steering domain controller to control the steering road sense motor; The steering road feel motor is a dual-winding permanent magnet synchronous motor, which is used to provide force feedback according to control commands to provide road feel simulation; The steering gear is used to transmit the road information simulated by force feedback to the steering wheel to complete the interaction with the driver.

4. A design method for a steer-by-wire system based on cross-system signal detection, characterized in that: include: A cross-system signal detection model is constructed for the steer-by-wire system, braking system, and drive system. Based on this model, real-time operating status signals of multiple systems are collected to form a cross-system signal library. After signal synchronization and standardization, fault warning parameters for the operating status of each system under multi-system coordination are obtained. Based on the cross-system signal library, a cross-system fault warning model is established. The redundant signals of other systems relative to a single system are used as the basis for early warning. The real-time status parameters and cross-system signal interaction parameters output by the cross-system fault warning model are obtained. Based on the cross-system signal interaction parameters, the redundant configuration parameters that meet the random hardware failure rate r1 FIT are calculated, and the redundant hardware architecture of the optimized steer-by-wire system is obtained. Based on redundant configuration parameters, a cross-system fault-tolerant control strategy is constructed, and fault warning parameters are used to dynamically adjust the system's fault-tolerant control strategy; The adjusted cross-system fault-tolerant control strategy is integrated into the steer-by-wire system to complete the system's hardware and software integration.

5. The design method of a steer-by-wire system based on cross-system signal detection according to claim 4, characterized in that: The real-time operating status signal includes steering angle, torque signal, brake signal, and vehicle speed.

6. The design method of a steer-by-wire system based on cross-system signal detection according to claim 4, characterized in that: Perform signal synchronization and standardization on the signals in the cross-system signal library to obtain fault warning parameters of each system's operating status under multi-system collaboration, including: Add timestamps to data from different sources, use spline interpolation to align signals with different sampling rates, eliminate data noise and delay, standardize the frequency and unit of each signal, and integrate the processed data into a standardized multi-system coordinated signal; Set the fault identification threshold, extract the key parameters for early warning based on the standardized multi-system collaborative signal and fault identification threshold, and construct the fault warning parameters that include the operating status of each system.

7. The design method of a steer-by-wire system based on cross-system signal detection according to claim 6, characterized in that: The key parameters include: abnormal yaw rate and abnormal steering wheel torque.

8. The design method of a steer-by-wire system based on cross-system signal detection according to claim 4, characterized in that: The construction of the cross-system fault early warning model includes: The Bayesian network machine learning algorithm is used to train the model in combination with historical fault data. By comparing the signal characteristics under normal operation and fault conditions, the correlation between signals of different systems is learned and the key fault triggering signals are identified.

9. The design method of a steer-by-wire system based on cross-system signal detection according to claim 4, characterized in that: Also includes: Based on the coordinated control mechanism of multiple systems, fault simulation tests are carried out to verify the fault tolerance and safety of the system under complex working conditions through real-time feedback of cross-system signals and redundancy optimization strategies; Based on the test results, adjust the parameters and optimize the configuration of the final system.

10. A vehicle, characterized in that: It includes a steer-by-wire system based on cross-system signal detection as described in any one of claims 1 to 3.

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