A steer-by-wire system based on cross-system signal detection and a design method thereof

Abstract

This invention discloses a steer-by-wire system and its design method based on cross-system signal detection, belonging to the field of automotive steering control technology. The system includes a steering actuator motor, a steering actuator motor controller, a steering gear, a steering road feel motor, a steering road feel motor controller, a steering domain controller, and a cross-system signal detection module. The cross-system signal detection module interacts with the steering domain controller, braking system, and drive system to collect and monitor the operating status of each system in real time, and aggregates the signals from multiple systems to the steering domain controller. The steering domain controller generates control commands for the steering actuator motor and steering road feel motor based on the multi-system signals and steering status feedback signals to complete the steering maneuver. This invention, through the design of real-time signal interaction across multiple systems, can quickly diagnose the source of a fault and adjust the control strategy when a fault occurs, achieving efficient fault diagnosis and redundant fault-tolerant control.

Description

Technical Field

[0001] This invention belongs to the field of automotive steering control technology, and particularly relates to a steer-by-wire system based on cross-system signal detection and its design method. Background Technology

[0002] The statements in this section are merely 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 and autonomous driving systems. Compared to traditional mechanical or hydraulic steering, steer-by-wire systems rely on electronic signal transmission and control, offering advantages such as fast response, flexible layout, and no mechanical connections. However, with the rapid development of intelligent driving technology, especially in the application scenarios of autonomous driving and advanced driver assistance systems (ADAS), higher requirements are placed on the safety, reliability, and real-time performance of steer-by-wire systems, particularly in fault detection and fault-tolerant control.

[0004] Existing steer-by-wire systems typically rely on redundant hardware, such as dual motors, dual sensors, and dual controllers, to improve fault tolerance. This redundancy design ensures the system maintains basic functionality even in the event of a single component failure, enhancing the redundancy and fault tolerance of the 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 its fault-tolerant control method, which utilizes redundant braking units to improve vehicle safety; and 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, effectively improving the overall vehicle's fault tolerance. In other words, most existing research is limited to redundancy design within a single system. However, in practical applications, single-system redundancy design has many shortcomings, including:

[0005] (1) Software level: When existing steer-by-wire systems perform signal detection, signal transmission and target execution, they mainly rely on the signal feedback of a single system. This approach may be lagging, making it difficult to detect potential faults in a timely manner, which poses a risk of delay and affects safety performance.

[0006] (2) Hardware level: While existing dual-redundancy hardware designs for steer-by-wire controllers can improve system reliability, they can also lead to excessive redundancy and increase system cost and complexity, especially when meeting functional safety standards (such as requiring a random hardware failure rate of r1 FIT). Existing redundancy designs do not consider the need for cross-system signal acquisition, and due to the lack of consideration for cross-system signal sharing and redundancy optimization, existing architecture designs struggle to achieve a hardware system with both high redundancy and fault tolerance within cost constraints.

[0007] Therefore, with the increasing complexity and interactivity of current systems, existing single-redundant steer-by-wire systems often fail to meet the collaborative control requirements of the system and cannot effectively solve system safety issues under complex fault conditions. Summary of the Invention

[0008] To address the shortcomings of the existing technologies, this invention provides a steer-by-wire system and its design method based on cross-system signal detection. By designing a cross-system signal detection module to interact with other vehicle systems such as the steering domain controller, braking system, and drive system in real time, it can effectively monitor and collect the status information of each subsystem. This allows for rapid diagnosis of fault sources and adjustment of control strategies when a fault occurs, achieving efficient fault diagnosis and redundant fault-tolerant control, and ensuring that the vehicle can still maintain normal driving and handling even 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 includes a steering actuator motor, a steering actuator motor controller, a steering gear, a steering road feel motor, a steering road feel motor controller, a steering domain controller, and a cross-system signal detection module;

[0011] The cross-system signal detection module interacts with the steering domain controller, braking system, and drive system to collect and monitor the operating status of each system in real time, and aggregates the signals from multiple systems to the steering domain controller. The steering domain controller is connected to the steering actuator motor controller and the steering road feel motor controller and performs bidirectional signal interaction. The steering actuator motor controller adopts a dual-redundancy design and is connected to the steering actuator motor, which is connected to the steering gear. The steering road feel motor controller also adopts a dual-redundancy design and is connected to the steering road feel motor, which is connected to the steering gear. The steering domain controller generates control commands for the steering actuator motor and the steering road feel motor based on the signals from multiple systems and the steering status feedback signal to complete the steering.

[0012] A further technical solution is that the steering actuator motor controller is used to execute the steering actuator motor control commands transmitted by the steering domain controller to control the steering actuator motor;

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

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

[0015] A further technical solution is that the steering feel motor controller is used to execute the steering feel motor control commands transmitted by the steering domain controller to control the steering feel motor;

[0016] The steering feel motor is a dual-winding permanent magnet synchronous motor, used to provide force feedback based on control commands to simulate road feel.

[0017] The steering system is used to transmit force feedback and road feel simulation information to the steering wheel to complete the interaction with the driver.

[0018] Secondly, 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, comprising:

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

[0021] Based on a cross-system signal library, a cross-system fault early 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 early warning model are obtained.

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

[0023] Based on redundant configuration parameters, a cross-system fault-tolerant control strategy is constructed, and the fault-tolerant control strategy of the system is dynamically adjusted using fault early warning parameters.

[0024] The adjusted cross-system fault-tolerant control strategy is integrated into the steer-by-wire system, completing the hardware and software integration of the system.

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

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

[0027] Timestamps are added to data from different sources, spline interpolation is used to align signals with different sampling rates, data noise and delay are eliminated, the frequency and unit of each signal are standardized, and the processed data are integrated into a standardized multi-system collaborative signal.

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

[0029] Further technical solutions include the following key parameters: abnormal yaw rate and abnormal steering wheel torque.

[0030] A further technical solution, the construction of the cross-system fault early warning model, includes:

[0031] By employing a Bayesian network machine learning algorithm and combining it with historical fault data for model training, the system learns the correlation between signals in different systems and identifies key fault triggering signals by comparing signal characteristics under normal operation and fault conditions.

[0032] Further technical solutions, based on the collaborative control mechanism of multiple systems, conduct fault simulation tests, and verify the fault tolerance performance and safety of the system under complex working conditions through real-time feedback of cross-system signals and redundancy optimization strategies.

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

[0034] Thirdly, the present invention also provides a vehicle including the steer-by-wire system based on cross-system signal detection proposed in the first aspect.

[0035] The above one or more technical solutions have the following beneficial effects:

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

[0037] 2. The steer-by-wire system based on cross-system signal detection of this invention can intelligently adjust the working state of each subsystem through the synergistic effect of the steering domain controller and the cross-system signal detection module when some actuators fail, forming an effective fault redundancy control strategy. This avoids the control strategy being too conservative and affecting system performance, thereby 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 various autonomous driving and advanced driver assistance systems (ADAS). Through cross-system signal interaction and dual redundancy design, the system can adapt to various working conditions and driving scenarios, and meet the needs of future intelligent vehicle development.

[0039] Advantages of additional aspects of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0040] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an improper limitation of the invention.

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

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

[0043] The components include: 1. Steering actuator motor; 2. Steering actuator motor controller; 3. Steering gear; 4. Steering road feel motor; 5. Steering road feel motor controller; 6. Steering domain controller; 7. Cross-system signal detection module; and 8. Steering wheel. Detailed Implementation

[0044] It should be noted that the following detailed descriptions are exemplary and are intended only to describe specific embodiments and to provide further explanation of the invention, and are not intended to limit the scope of exemplary embodiments of the invention. Unless otherwise specified, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0045] As system complexity increases, cross-system collaboration becomes a key factor in ensuring overall vehicle safety. However, existing steer-by-wire systems often focus on redundant design of a single system, neglecting the system's need for cross-system signals and collaborative control, and failing to fully consider the impact of cross-system signal interaction on fault detection. Therefore, this invention proposes a steer-by-wire system and its design method based on cross-system signal detection. By introducing cross-system signal detection into the design of the steer-by-wire system, the existing system hardware architecture is redesigned, reducing costs at the hardware level while ensuring system safety. Furthermore, since cross-system signal interaction can obtain status information from other systems faster or even earlier, more timely fault warnings and handling can be achieved at the software level through fault-tolerant control and multi-system control. For example, when part of the steering system fails, signals from the drive system or braking system can serve as supplementary information, collaboratively achieving fault diagnosis and fault-tolerant control. This comprehensively addresses system safety issues under complex operating conditions or fault situations, 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 actuator motor 1, a steering actuator motor controller 2, a steering gear 3, a steering road feel motor 4, a steering road feel motor controller 5, a steering domain controller 6, and a cross-system signal detection module 7.

[0048] Among them, the steering actuator motor 1 is a dual-winding permanent magnet synchronous motor. The dual-winding design improves the redundancy and reliability of the motor. The steering actuator motor 1 is connected to the steering gear 3. As the actuator of the steering system, the steering actuator motor 1 provides the torque output required when the vehicle is turning. Specifically, the steering actuator motor 1 is directly connected to the worm gear mechanism of the steering gear 3 through a shaft. 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 actuator motor is working.

[0049] Steering gear 3 employs a Reverse Electric Power Steering (REPS) system, transmitting the output torque of steering actuator motor 1 to the vehicle's steering wheels via a worm gear transmission mechanism to achieve steering function. The design of steering gear 3 ensures that vehicle steering control can still be achieved through other systems even if the steering actuator motor fails.

[0050] The steering actuator motor controller 2 adopts a dual-redundancy design, possessing independent control capability for the steering actuator motor 1 (i.e., a dual-winding permanent magnet synchronous motor). The steering actuator motor controller 2 has cross-system signal detection and interaction functions, enabling real-time information exchange with the steering domain controller 6 to ensure the safety and stability of steering execution. Specifically, the steering actuator motor controller 2 is responsible for executing the commands transmitted by the steering domain controller 6, precisely controlling the steering actuator motor 1 to achieve vehicle steering. The steering actuator motor controller 2 exchanges data with the angle sensor located in the steering gear 3 and the torque sensor located in the steering actuator motor 1 via a high-speed CAN bus. These sensors detect the steering angle and motor output torque in real time, transmitting the signals to the steering actuator motor controller 2 to optimize control accuracy.

[0051] Similarly, the steering road feel motor 4 is also a dual-winding permanent magnet synchronous motor, with a dual-winding structure similar to that of the steering actuator motor 1, to enhance system redundancy. The steering road feel motor 4 provides road feel simulation through force feedback, enabling the driver to obtain realistic road information and improving driving comfort and handling. The steering road feel motor 4 is connected to the steering gear 3 via an independent feedback shaft, primarily used to simulate the driver's steering feel, transmitting road information to the steering wheel through a force feedback mechanism to achieve interaction with the driver.

[0052] The steering road feel motor controller 5 adopts a dual redundancy design and is responsible for tracking and controlling the steering road feel motor 4. The steering road feel motor controller 5 is the same as the steering actuator motor controller 2, and has the ability to interact with signals across systems. It also maintains real-time communication with the steering domain controller 6. Under the guidance of the steering domain controller 6, the steering road feel motor controller 5 performs precise control of the steering road feel motor 4 according to the vehicle driving status and road feel information, thereby adjusting the steering force feedback.

[0053] The steering domain controller 6 connects to the steering actuator motor controller 2, the steering road feel motor controller 5, and the cross-system signal detection module 7 via Ethernet, enabling high-speed, stable signal transmission and bidirectional interaction to ensure real-time information sharing between systems. The cross-system signal detection module 7 connects to the vehicle's steering, braking, and drive systems via Ethernet, and collects real-time operating status data from other systems to obtain 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 in this embodiment, responsible for the unified coordination and control of the entire steer-by-wire system. The steering domain controller 6 can perform bidirectional signal interaction with the steering actuator motor controller 2 and the steering road feel motor controller 5 to realize real-time calculation and monitoring of vehicle turning angle and road feel. During driving operation, the steering domain controller 6 calculates the target turning angle and road feel value based on information such as steering signals, vehicle speed, and road conditions, and transmits them to each controller to achieve precise steering control of the vehicle.

[0055] The cross-system signal detection module 7 interacts with other vehicle systems such as the steering domain controller 6, braking system, and drive system via 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 the signals of multiple systems 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 the status information of other systems in a timely manner, thereby improving the accuracy of fault diagnosis and fault tolerance.

[0056] When the vehicle is in normal driving condition, the steering domain controller 6 is responsible for receiving the driver's steering command. Through the coordinated work with the steering actuator motor controller 2 and the steering road feel motor controller 5, the steering control of the vehicle is realized. The status information of the steering actuator motor 1 and the steering road feel 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 partial failure or malfunction, 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 handle the fault status. Based on the cross-system signal information, the steering domain controller 6 will adjust the control strategy for the steering actuator motor and the steering road feel motor to ensure that the system can still maintain steering function in the fault state.

[0058] By designing a dual-winding permanent magnet synchronous motor and a dual-redundant controller, and combining it with cross-system signal detection, the steer-by-wire system proposed in this embodiment can achieve the goals of high safety, high reliability, and high responsiveness, meeting the functional safety requirements of autonomous driving and advanced driver assistance systems.

[0059] Example 2

[0060] This embodiment presents a design method for a steer-by-wire system based on cross-system signal detection. Applied to the aforementioned steer-by-wire system, it achieves more accurate and timely fault diagnosis and fault-tolerant control through the interaction and coordination of cross-system signals. The method proposed in this embodiment is as follows: Figure 2 As shown, the steps include:

[0061] Step S1: Construct a cross-system signal detection model for the steer-by-wire system and other key systems such as the braking system and 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, and vehicle speed, to form a cross-system signal library. After signal synchronization processing and standardization processing, obtain fault warning parameters for 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 acquire steering angle data. The sensor uses floating-point (float32) data type, and the sampling frequency is set to s1 Hz to ensure data real-time performance and 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 floating-point (float32), and the sampling frequency is s2 Hz. Wheel speed sensors are used to monitor vehicle speed, and the data is stored in floating-point (float32) format with a sampling frequency of s3 Hz. The braking system is equipped with a piezoelectric sensor to measure braking pressure. The data type is floating-point (float32), and the sampling frequency is s4 Hz. In addition, an inertial measurement unit (IMU) is arranged 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 was designed for storing and transmitting data; a Raspberry Pi was used for signal acquisition and processing to read sensor data in real time; and ROS (Robot Operating System) was 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 the sensors are aggregated and transmitted to the cross-system signal library. The signal library uses a MySQL database to store real-time operating data of different systems, ensuring the timeliness and integrity of the data.

[0064] Step S1.3: Perform signal synchronization and standardization processing on the signals in the cross-system signal library. This involves attaching ISO 8601 format timestamps to data from different sources, aligning signals with different sampling rates using spline interpolation, eliminating data noise and delay, standardizing the frequency and unit of signals from each system, and integrating the processed data into a standardized multi-system collaborative signal.

[0065] Step S1.4: Set fault identification thresholds. Based on standardized signals and fault identification thresholds, construct fault warning parameters that include the operating status of each system. Specifically, set the abnormal steering angle threshold to ±t1 degrees, the abnormal steering torque threshold to ±t2 Nm, the upper limit of the abnormal braking pressure threshold to t3 bar, and the upper limit of the abnormal vehicle speed threshold to t4 km / h. Based on standardized signals and fault identification thresholds, construct fault warning parameters that include the operating status of each system. Use an 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, establish a cross-system fault early warning model. By analyzing the signal correlation between various systems, identify key fault triggering signals. For the signal lag problem that may occur in a single system, use the redundant signal information of other systems as the basis for early warning, and obtain the real-time status parameters and cross-system signal interaction parameters output by the cross-system fault early warning model.

[0067] Specifically, a cross-system fault early warning model is established based on the various data stored in the cross-system signal library in step S1. This model employs a Bayesian network machine learning algorithm, combined with historical fault data for model training. The algorithm learns the correlation between signals from different systems by comparing signal characteristics under normal operation and fault conditions, identifying key fault trigger signals. When a signal in a certain system lags, redundant signal information from other related systems is used to supplement it. Multi-sensor fusion technology is employed, using a weighted averaging method to integrate information from different signals and reduce the impact of signal lag. Cross-system signal interaction parameters are introduced into the model design. Status parameters are calculated in real time through signal synchronization processing and fed back to the fault early warning model to generate a real-time status report. The fault early warning model then sends the cross-system signal interaction parameters to each subsystem, ensuring that each system can coordinate and control based on its real-time status.

[0068] Step S3: Based on the cross-system signal interaction parameters in Step S2, redesign the redundant architecture of the steer-by-wire system. By optimizing the existing dual-redundancy design scheme, rationally allocating hardware resources, reducing the number and cost of redundant devices, and calculating the redundancy configuration parameters that satisfy 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 redundancy 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 emphasizes reducing hardware redundancy through cross-system signal sharing. The specific operation of this redesign is as follows:

[0070] Step S3.1: Evaluate the reliability of the current redundancy configuration. Use Fault Tree Analysis (FTA) to evaluate the failure rate under different redundancy configurations. By reallocating the resources of redundant hardware, reduce unnecessary redundant devices. Select multi-functional sensors to reduce the number of physical devices and lower the overall cost.

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

[0072] Step S3.3: By adjusting the redundancy configuration and the failure rate of components, calculate the redundancy configuration parameters that satisfy the random hardware failure rate to achieve r1FIT. At the same time, reduce the redundancy configuration requirements through signal interaction of the cross system, realize the rational allocation and utilization of redundant resources, and obtain an optimized redundancy architecture that satisfies the balance between cost and performance.

[0073] Step S4: Based on the redundant configuration parameters in step S3, construct a cross-system fault-tolerant control strategy. By integrating the state 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 fault-tolerant control strategy of the system is dynamically adjusted to ensure that the system can still maintain high safety and functional integrity under partial fault conditions, and output the final control parameters.

[0074] Step S4.1: Based on the redundant configuration parameters in Step S3, construct a cross-system fault-tolerant control strategy to ensure that when one system fails, other systems can take over and maintain the vehicle's basic functions. Specifically, firstly, an extended Kalman filter (EKF) is used to fuse the signals from each system, update the system state in real time, and detect abnormal situations; then, a 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 design considers a multi-level fault-tolerant mechanism. In the case of minor faults, direct compensation is achieved through control parameter adjustments, such as changing the steering wheel feedback torque; in the case of moderate faults, basic control is maintained by switching to a backup channel; in the case of severe faults, the system activates a cross-system cooperative mechanism, for example, by jointly adjusting the vehicle's trajectory through the braking system and the drive system to compensate for the functional loss of the steering system.

[0075] Step S4.2: Obtain real-time status information of each system through sensor data, feed back the status information of steering, braking and drive systems 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 so as 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: output steering angle adjustment value, braking signal adjustment magnitude, and 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 under partial fault conditions. Collect test data, 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 from 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 from step S4 is integrated into the steer-by-wire system. Hardware integration involves physically connecting optimized redundant controllers, sensors, and actuators to the steer-by-wire, braking, and drive systems, and transmitting real-time data between these components via a CAN bus. At the software level, the cross-system fault-tolerant control strategy is embedded in the steering domain controller to ensure collaborative operation between modules, data synchronization, and effective execution of fault response logic.

[0079] Preferably, based on a multi-system collaborative control mechanism, fault simulation tests are conducted, and the fault tolerance performance and safety of the system under complex working conditions are verified through real-time feedback of cross-system signals and redundancy optimization strategies; based on the test results, parameters are adjusted and the final system configuration is optimized.

[0080] Specifically, after completing the design of the aforementioned fault-tolerant control strategy, it is integrated into the hardware and software architecture of the steer-by-wire system to ensure that the control strategy can effectively coordinate the operation of each system. After completing the hardware and software integration, fault simulation tests are conducted based on the multi-system collaborative control mechanism. A hardware-in-the-loop (HIL) test platform is built to reproduce various fault scenarios, such as sensor failure, communication interruption, and motor failure, by simulating sensor signal input and controller response. During the test, a cross-system signal detection model is used to monitor the operating status of each system and verify the response speed and safety performance of the control strategy under different faults. By comparing performance indicators with design goals, parameters that need to be adjusted and control logic optimized are identified. For example, if the response is not fast enough in certain fault scenarios, efficiency can be improved by enhancing signal priority or optimizing the filtering algorithm; if the control behavior is found to be too conservative, the redundancy switching conditions can be appropriately relaxed to improve the driving experience. The optimized parameters need to be tested again using fault simulation to ensure that the stability and safety of the adjusted system meet the 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 different fault conditions was analyzed, and the system's stability and fault tolerance were further improved by adjusting control parameters and optimizing configurations. Ultimately, the testing and optimization process ensured that the steer-by-wire system could handle various complex scenarios in real-world applications, possessing efficient fault tolerance and safety, thereby achieving the goal of improving the overall safety and reliability of the vehicle.

[0082] Example 3

[0083] This embodiment provides a vehicle including the steer-by-wire system based on cross-system signal detection proposed in Embodiment 1.

[0084] The above description is only a preferred embodiment of the present invention. Although the specific implementation of the present invention has been described in conjunction with the accompanying drawings, it is not intended to 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 effort 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, It includes a steering actuator motor, a steering actuator motor controller, a steering gear, a steering road feel motor, a steering road feel motor controller, a steering domain controller, and a cross-system signal detection module; The cross-system signal detection module interacts with the steering domain controller, braking system, and drive system to collect and monitor the operating status of each system in real time, and aggregates the signals from multiple systems to the steering domain controller. The steering domain controller is connected to the steering actuator motor controller and the steering road feel motor controller and performs bidirectional signal interaction. The steering actuator motor controller adopts a dual-redundancy design and is connected to the steering actuator motor, which is connected to the steering gear. The steering road feel motor controller also adopts a dual-redundancy design and is connected to the steering road feel motor, which is connected to the steering gear. The steering domain controller generates control commands for the steering actuator motor and the steering road feel motor based on the signals from multiple systems and the steering status feedback signal to complete the steering.

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

3. The steer-by-wire system based on cross-system signal detection as described in claim 1, characterized in that, The steering feel motor controller is used to execute the steering feel motor control commands transmitted by the steering domain controller and control the steering feel motor. The steering feel motor is a dual-winding permanent magnet synchronous motor, used to provide force feedback based on control commands to simulate road feel. The steering system is used to transmit road surface information, which is simulated by the road feel, to the steering wheel through a force feedback mechanism 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 the cross-system signal detection model, real-time operating status signals of multiple systems are collected to form a cross-system signal library. After signal synchronization processing and standardization processing, fault warning parameters of the operating status of each system under multi-system collaboration are obtained. Based on a cross-system signal library, a cross-system fault early 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 early warning model are obtained. Based on the cross-system signal interaction parameters, the redundant configuration parameters that satisfy the random hardware failure rate r1 FIT are calculated, and the optimized redundant hardware architecture of the steer-by-wire system is obtained. Based on redundant configuration parameters, a cross-system fault-tolerant control strategy is constructed, and the fault-tolerant control strategy of the system is dynamically adjusted using fault early warning parameters. The adjusted cross-system fault-tolerant control strategy is integrated into the steer-by-wire system, completing the hardware and software integration of the system.

5. The design method of a steer-by-wire system based on cross-system signal detection as described in claim 4, characterized in that, The real-time operating status signals include steering angle, torque signal, braking signal, and vehicle speed.

6. The design method of a steer-by-wire system based on cross-system signal detection as described in claim 4, characterized in that, Signals in the cross-system signal library are synchronized and standardized to obtain fault warning parameters for the operating status of each system under multi-system collaboration, including: Timestamps are added to data from different sources, spline interpolation is used to align signals with different sampling rates, data noise and delay are eliminated, the frequency and unit of each signal are standardized, and the processed data are integrated into a standardized multi-system collaborative signal. Set fault identification thresholds, and extract key parameters for early warning based on standardized multi-system collaborative signals and fault identification thresholds, thereby constructing 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 as described in 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 as described in claim 4, characterized in that, The construction of the cross-system fault early warning model includes: By employing a Bayesian network machine learning algorithm and combining it with historical fault data for model training, the system learns the correlation between signals in different systems and identifies key fault triggering signals by comparing signal characteristics under normal operation and fault conditions.

9. The design method of a steer-by-wire system based on cross-system signal detection as described in claim 4, characterized in that, Also includes: Based on the multi-system collaborative control mechanism, fault simulation tests are conducted, and the fault tolerance performance and safety of the system under complex working conditions are verified through real-time feedback of cross-system signals and redundancy optimization strategies. Based on the test results, adjust the parameters and optimize the final system configuration.

10. A vehicle, characterized in that, Including the steer-by-wire system based on cross-system signal detection as described in any one of claims 1-3.

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