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

Abstract

The embodiment of the invention discloses a vehicle control method and device, a storage medium, a product and a vehicle, and the method comprises the steps: detecting a communication state or a function state between an upper steering assembly and a lower steering execution assembly of the vehicle; when it is detected that the communication state is interrupted or the function state is invalid, an emergency steering function hard switch and a steering knob device are activated; special communication connection between the emergency steering function hard switch and the steering knob device is established through the emergency steering function MCU; receiving a target steering angle instruction sent by the emergency steering function hard switch and the steering knob device through the special communication connection; based on the target steering angle instruction and a preset up-down rotation transmission ratio, a target execution angle of a vehicle down-rotation execution assembly is obtained through calculation; and the driving current is output to the power-assisted motor through the emergency steering function MCU, so that an execution assembly of the vehicle is driven to rotate to the target execution angle through the power-assisted motor, and the running speed of the vehicle is controlled not to exceed the preset safe vehicle speed.

Description

Technical Field

[0001] This application relates to, but is not limited to, the field of intelligent vehicle technology, and in particular to a vehicle control method, device, storage medium, product, and vehicle. Background Technology

[0002] With the rapid development of the automotive industry, the era of software-defined vehicles has arrived. Traditional mechanical steering systems are gradually being replaced by steer-by-wire (SBW) systems. This new type of steering system uses electronic signals rather than mechanical connections to control the steering wheel and wheels. In the "Classification of Driving Automation for Automobiles" standard, Level 1 driving automation requires the system to continuously execute lateral motion control of the vehicle, and steer-by-wire systems are the key technology to achieve this function. Response performance, as a core indicator of steer-by-wire systems, directly affects the accuracy of steering control, and thus relates to vehicle comfort and safety.

[0003] Currently, mainstream steer-by-wire systems typically consist of an upper steering assembly and a lower steering assembly, which communicate via an electronic control unit and a CAN bus. However, existing technology suffers from the following significant drawbacks: when communication between the upper and lower steering assemblies is interrupted (e.g., due to a CAN bus failure) or the upper steering assembly malfunctions, the vehicle completely loses its steering ability and can only be towed for assistance. This not only causes time delays, but towing may also be impossible in confined spaces or special scenarios. Furthermore, existing systems lack an effective emergency steering mechanism, failing to provide alternative steering solutions in the event of a malfunction. This deficiency can lead to severe losses of work efficiency, particularly in vehicle R&D testing, production line assembly, or after-sales maintenance scenarios. Summary of the Invention

[0004] In view of this, embodiments of this application provide at least one vehicle control method, apparatus, storage medium, product, and vehicle.

[0005] The technical solution of this application embodiment is implemented as follows:

[0006] On one hand, this application provides a vehicle control method, the method comprising: detecting the communication status or functional status between the upper steering assembly and the lower steering actuation assembly of the vehicle; activating an emergency steering function hard switch and a steering knob device when the communication status is interrupted or the functional status is invalidated; establishing a dedicated communication connection between the emergency steering function MCU and the emergency steering function hard switch and the steering knob device; receiving a target steering angle command sent by the emergency steering function hard switch and the steering knob device through the dedicated communication connection; calculating the target execution angle of the vehicle's lower steering actuation assembly based on the target steering angle command and a preset upper and lower steering transmission ratio; outputting a drive current to the power assist motor through the emergency steering function MCU, so as to drive the vehicle's actuation assembly to rotate to the target execution angle through the power assist motor, and controlling the vehicle's running speed not to exceed a preset safe speed.

[0007] In some embodiments, establishing a dedicated communication connection between the emergency steering function MCU and the emergency steering function hard switch and steering knob device includes: verifying the physical open state of the interrupt hard switch; and, if the physical open state verification is successful, establishing a dedicated communication channel between the emergency steering function hard switch and steering knob device and the emergency steering function MCU.

[0008] The embodiments of this application effectively prevent the risk of misoperation and ensure the safety of the vehicle during emergency steering by verifying with a physical switch and establishing a dedicated communication channel.

[0009] In some embodiments, the physical open state includes: the interrupt hard switch installed in the vehicle downshifting assembly being pulled out to the open position.

[0010] The embodiments of this application ensure the reliability of control switching through a physical interrupt switch, without relying on software judgment, thus avoiding the failure of emergency functions due to software failure.

[0011] In some embodiments, calculating the target execution angle of the vehicle's down-turn actuator based on the target steering angle command and a preset up-down transmission ratio includes: reading the raw angle signal generated by the angle sensor built into the emergency steering function hard switch and steering knob device; converting the raw angle signal into a steering angle request message under the standard CAN communication protocol; and transmitting the steering angle request message to the emergency steering function MCU through the dedicated communication connection.

[0012] The embodiments of this application ensure the accuracy and real-time performance of steering control through standardized signal processing and communication protocol conversion. The design of a dedicated communication connection avoids the congestion problems that may exist in conventional CAN networks, thereby improving the reliability of the emergency steering system.

[0013] In some embodiments, calculating the target execution angle of the vehicle's down-turning actuator based on the target steering angle command and a preset up-and-down gear ratio includes: obtaining a preset up-and-down gear ratio coefficient from the vehicle configuration memory; performing a multiplication operation between the value of the target steering angle command and the up-and-down gear ratio coefficient; and outputting the product result as the target execution angle of the vehicle's down-turning actuator.

[0014] The embodiments of this application ensure that emergency steering operations are consistent with the normal steering characteristics of the vehicle by reading the preset transmission ratio, performing angle conversion calculations, and outputting control commands.

[0015] In some embodiments, the step of outputting drive current to the assist motor through the emergency steering function MCU includes: generating a PWM control signal corresponding to the target execution angle value; converting the PWM control signal into a drive current value required by the assist motor through a power drive circuit; and transmitting the drive current value to the control interface of the assist motor.

[0016] The embodiments of this application ensure that a stable and accurate emergency steering function can still be provided when the steering system fails, through precise PWM signal generation, efficient power conversion and reliable current transmission.

[0017] In some embodiments, controlling the vehicle's operating speed to not exceed a preset safe speed includes: acquiring a real-time vehicle speed signal through the vehicle's CAN communication network; sending a speed limit request command to the vehicle controller when the real-time vehicle speed signal exceeds the preset safe speed threshold; receiving an obstacle distance signal from the ultrasonic detection module; and sending an emergency braking command to the braking control module when the obstacle distance signal is less than the preset safe distance threshold.

[0018] This application embodiment ensures that emergency steering operations are performed within a safe speed range through real-time vehicle speed monitoring and intelligent speed limiting functions; and effectively prevents collision accidents through obstacle detection and automatic braking functions.

[0019] On the other hand, this application provides a vehicle control device, the device comprising: a detection module, configured to detect the communication status or functional status between the upper steering assembly and the lower steering actuation assembly of the vehicle; activating an emergency steering function hard switch and a steering knob device when the communication status is interrupted or the functional status is invalidated; a communication module, configured to establish a dedicated communication connection with the emergency steering function hard switch and the steering knob device via an emergency steering function MCU; receiving a target steering angle command sent by the emergency steering function hard switch and the steering knob device via the dedicated communication connection; and a control module, configured to calculate the target execution angle of the vehicle's lower steering actuation assembly based on the target steering angle command and a preset upper and lower steering transmission ratio; outputting a drive current to the power assist motor via the emergency steering function MCU, so as to drive the vehicle's actuation assembly to rotate to the target execution angle via the power assist motor, and controlling the vehicle's operating speed to not exceed a preset safe speed.

[0020] In another aspect, embodiments of this application provide a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements some or all of the steps in the above-described vehicle control method.

[0021] In another aspect, embodiments of this application provide a computer program product, which includes a non-transitory computer-readable storage medium storing a computer program. When the computer program is read and executed by a computer, it implements some or all of the steps in the above-described vehicle control method.

[0022] In this embodiment, an emergency steering channel is quickly established when the vehicle's steer-by-wire system malfunctions. A reliable emergency steering function is achieved through dedicated hardware and a control system, solving the problems of long time consumption and limited scenarios associated with traditional towing methods. This provides a fast and safe solution for vehicle malfunctions and ensures the safety and reliability of the emergency steering process. Attached Figure Description

[0023] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with this application and, together with the specification, serve to explain the technical solutions of this application.

[0024] Figure 1 A schematic diagram illustrating the implementation process of a vehicle control method provided in this application embodiment;

[0025] Figure 2 A structural diagram of a vehicle control device provided in an embodiment of this application;

[0026] Figure 3 A schematic diagram of the composition structure of a hard switch for a sharp turn function and a steering knob device provided in an embodiment of this application;

[0027] Figure 4 A schematic diagram illustrating the implementation flow of another vehicle control method provided in this application embodiment;

[0028] Figure 5 This is a schematic diagram of the composition structure of a vehicle control device provided in an embodiment of this application. Detailed Implementation

[0029] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions of this application are further described in detail below with reference to the accompanying drawings and embodiments. The described embodiments should not be regarded as limitations on this application. All other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0030] In the following description, references are made to “some embodiments,” which describe a subset of all possible embodiments. However, it is understood that “some embodiments” may be the same subset or different subsets of all possible embodiments and may be combined with each other without conflict.

[0031] The terms “first / second / third” are used merely to distinguish similar objects and do not represent a specific ordering of objects. It is understood that “first / second / third” may be interchanged in a specific order or sequence where permitted, so that the embodiments of this application described herein can be implemented in an order other than that illustrated or described herein.

[0032] Unless otherwise defined, 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 application pertains. The terminology used herein is for descriptive purposes only and is not intended to limit the scope of this application.

[0033] This application provides a vehicle control method that can be executed by the vehicle's controller. Figure 1 This is a schematic diagram illustrating the implementation flow of a vehicle control method provided in an embodiment of this application, as shown below. Figure 1 As shown, the method includes:

[0034] Step 101: Detect the communication status or functional status between the vehicle's upper steering assembly and lower steering actuator assembly.

[0035] In this embodiment, the upper steering assembly refers to the system consisting of the vehicle steering wheel and related control modules, responsible for receiving the driver's steering input and generating steering commands. The lower steering execution assembly refers to the system consisting of the vehicle's front wheel steering mechanism and related control modules, responsible for executing steering commands to achieve wheel steering. Communication status refers to the data transmission status between the upper steering assembly and the lower steering execution assembly via communication links such as the CAN bus. Functional status refers to whether the respective working states of the upper steering assembly and the lower steering execution assembly are normal.

[0036] The system continuously monitors the communication status between the upper steering assembly and the lower steering actuator assembly via the CAN bus monitoring module, detecting any communication interruptions or errors. Simultaneously, the system uses a diagnostic module to check the functional status of both the upper steering assembly and the lower steering actuator assembly, determining whether each module is functioning correctly. The system employs a heartbeat detection mechanism and a fault code detection mechanism; when a communication timeout is detected or a fault code is received, it is determined that the communication status is interrupted or the function has failed.

[0037] Step 102: When the communication status is interrupted or the function status is failed, activate the emergency steering function hard switch and steering knob device.

[0038] In this embodiment, the emergency steering function hard switch refers to a physical switch device used to manually activate the emergency steering function, typically employing a plug-in design to prevent accidental operation. The steering knob device refers to a rotary input device with a built-in angle sensor, used to provide steering angle input in emergency mode.

[0039] When the system detects a communication interruption or functional failure, it sends an activation signal to the emergency steering function hard switch. This signal physically raises the steering knob, which is hidden in the armrest box, revealing the operating interface. Simultaneously, the system illuminates the indicator light on the knob, indicating to the driver that the emergency steering function is ready. The driver can then press the button above the knob to fully activate the device.

[0040] Step 103: Establish a dedicated communication connection between the emergency steering function MCU and the emergency steering function hard switch and steering knob device.

[0041] In this embodiment, the emergency steering function MCU refers to a microcontroller unit specifically designed for handling emergency steering functions, which has independent processing capabilities and a communication interface.

[0042] After the emergency steering function hard switch is activated, the system initializes a dedicated communication channel for the emergency steering function MCU. This channel is isolated from the conventional steering control system to ensure reliable communication. The system establishes a direct communication link between the steering knob and the emergency steering function MCU via a hardwired connection, bypassing the faulty main communication network. After communication is established, the system performs a handshake verification to ensure a stable and reliable connection.

[0043] Step 104: Receive the target steering angle command sent by the emergency steering function hard switch and steering knob device through the dedicated communication connection.

[0044] In this embodiment of the application, the target steering angle command refers to a digital steering angle request signal generated by the steering knob device, which represents the vehicle steering angle desired by the driver.

[0045] The system receives angle command data from the steering knob in real time via a dedicated communication link. Each graduation on the knob corresponds to 1 degree of input angle, and the system collects this data at a fixed sampling frequency. The received raw angle data is filtered and verified before being converted into a standardized steering command format. The system also records the rate of angle change for subsequent steering control calculations.

[0046] Step 105: Based on the target steering angle command and the preset up and down steering ratio, calculate the target execution angle of the vehicle down steering assembly.

[0047] In this embodiment, the up-down gear ratio refers to the proportional relationship between the steering wheel input angle and the actual steering angle of the wheel, which is an important parameter of the vehicle steering system.

[0048] The system reads preset up and down gear ratio parameters from memory; this value is usually fixed. The system multiplies the received target steering angle command by the gear ratio to calculate the actual angle the wheels need to rotate. The calculation process considers both the direction and magnitude of the angle to ensure accurate conversion. The system also dynamically adjusts the calculation results based on the current vehicle speed to ensure steering stability. The final target execution angle is limited to prevent exceeding mechanical limits.

[0049] Step 106: The emergency steering function MCU outputs drive current to the power steering motor, so as to drive the vehicle's actuator assembly to rotate to the target execution angle, and control the vehicle's running speed to not exceed the preset safe speed.

[0050] In this embodiment, the power steering motor refers to an electric motor that provides steering assistance and is the actuator of the steering system. The preset safe speed refers to the maximum speed allowed in emergency steering mode, and is usually set to a low value to ensure safety.

[0051] The system generates precise drive current signals through the PWM module of the emergency steering function MCU to control the operation of the power steering motor. The current magnitude is proportional to the target steering angle, and the direction is determined by the angle. The system monitors the actual steering angle of the wheels in real time and performs closed-loop control to ensure steering accuracy. Simultaneously, the system obtains vehicle speed information via the CAN bus; when the vehicle speed exceeds the preset safe speed, it sends a deceleration command to limit the speed. The system also integrates obstacle detection functionality, automatically braking when a collision risk is detected.

[0052] This application embodiment quickly establishes an emergency steering channel when the vehicle's steer-by-wire system malfunctions. It achieves reliable emergency steering functionality through dedicated hardware and a control system, solving the problems of long time consumption and limited scenarios associated with traditional towing methods. It provides a fast and safe solution for vehicle malfunctions and ensures the safety and reliability of the emergency steering process.

[0053] In some embodiments, step 103 includes:

[0054] Step 1031: Send a function activation request signal to the emergency steering function MCU.

[0055] In this embodiment, the emergency steering function MCU refers to a microcontroller unit specifically designed for handling emergency steering functions. It is responsible for receiving steering commands and controlling the power steering motor to perform steering operations. The function activation request signal is a digital or analog signal used to trigger the emergency steering function MCU to enter the working state.

[0056] The system generates an activation request signal via an emergency steering function hard switch and a steering knob. When the user presses the activation button on the knob, the terminal generates a specific electrical signal, which is transmitted to the emergency steering function MCU via a dedicated line. Upon receiving this signal, the emergency steering function MCU initializes the emergency steering function module, preparing to receive subsequent steering commands. This step is necessary to activate the emergency steering function, ensuring the system can respond to subsequent steering operations.

[0057] Step 1032: Verify the physical on state of the interrupt hard switch.

[0058] In this embodiment, the interrupt hard switch is a physical switching device that uses a plug-in design rather than a push-button design, used for manually controlling the activation or deactivation of the emergency steering function. The physically open state refers to the mechanical state in which the switch is actually pulled out, indicating that the user has explicitly authorized the activation of the emergency steering function.

[0059] Step 1033: If the physical activation state verification is successful, establish a dedicated communication channel between the emergency steering function hard switch and steering knob device and the emergency steering function MCU.

[0060] In this embodiment, the dedicated communication channel refers to a direct physical connection line independent of the vehicle's CAN bus, used to transmit steering command signals between the emergency steering function hard switch and steering knob device and the emergency steering function MCU. This channel has high reliability and anti-interference characteristics.

[0061] After confirming that the interrupt hard switch is physically enabled, the emergency steering function MCU activates the dedicated communication interface circuit. This interface is directly connected to the rotary knob via a shielded cable, establishing a point-to-point communication link. Once the communication channel is established, the system sends a test signal to check the link quality. After confirming normal communication, the emergency steering function MCU enters standby mode, ready to receive steering angle commands from the rotary knob. This dedicated channel ensures that steering commands are transmitted reliably and in real time, unaffected by malfunctions in other vehicle systems.

[0062] The embodiments of this application effectively prevent the risk of misoperation and ensure the safety of the vehicle during emergency steering by verifying with a physical switch and establishing a dedicated communication channel.

[0063] In some embodiments, the physical open state includes: the interrupt hard switch installed in the vehicle downshifting assembly being pulled out to the open position.

[0064] In this embodiment, when the system detects that the interrupt hard switch has been physically pulled out to the open position, it triggers the activation signal of the emergency steering function MCU. This switch is directly hardwired to the emergency steering function MCU, independent of CAN bus communication, ensuring reliable operation even when a fault in the upper steering system causes a bus communication interruption. The switch state change immediately cuts off control of the basic steering function MCU and transfers steering control to the emergency steering function MCU. Simultaneously, the system sends an emergency steering mode activation signal to the vehicle controller via hardwired connection, triggering safety protection measures such as speed limits.

[0065] The embodiments of this application ensure the reliability of control switching through a physical interrupt switch, without relying on software judgment, thus avoiding the failure of emergency functions due to software failure.

[0066] In some embodiments, step 104 includes:

[0067] Step 1041: Read the original angle signal generated by the built-in angle sensor of the emergency steering function hard switch and steering knob device.

[0068] In this embodiment, the emergency steering function hard switch and steering knob device refers to an emergency steering control device installed in the vehicle's armrest box, comprising a liftable knob and a built-in angle sensor. The angle sensor is an electronic component used to measure the knob's rotation angle, capable of converting mechanical rotation into an electrical signal output. The raw angle signal refers to the unprocessed electrical signal data directly output by the angle sensor.

[0069] The system monitors the status of the emergency steering function hard switch and steering knob in real time through a data acquisition module. When the knob is turned, the system reads the analog or digital signal generated by the angle sensor through the hardware interface circuit. The system performs preliminary filtering on the signal to eliminate noise interference and ensure accurate raw angle data is obtained. The reading process uses a timed sampling mechanism to ensure real-time angle changes. The system also detects the activation status of the knob; angle signal reading only begins after the knob is pressed and activated.

[0070] Step 1042: Convert the original angle signal into a steering angle request message under the standard CAN communication protocol.

[0071] In this embodiment, the standard CAN communication protocol refers to the standard communication protocol of the Controller Area Network (CAN), used for data transmission between automotive electronic systems. The steering angle request message is a data packet encapsulated according to the CAN protocol format, containing fields such as steering angle value, message identifier, and verification information.

[0072] After receiving the raw angle signal, the system first performs signal calibration and linearization to convert the sensor output into an actual steering angle value. Then, according to a predefined message format, the system encapsulates the angle value, timestamp, checksum, and other information into a CAN data frame. The system sets appropriate message IDs and priorities according to the CAN protocol requirements to ensure the message can be correctly recognized by the emergency steering function MCU. During the conversion process, the system performs data validity checks, filtering out abnormal angle values ​​outside the reasonable range. The final generated CAN message is stored in the transmission buffer, awaiting transmission.

[0073] Step 1043: Transmit the steering angle request message to the emergency steering function MCU through the dedicated communication connection.

[0074] In this embodiment, the system sends the prepared steering angle request message to the network via a dedicated CAN bus interface. Before transmission, the system checks the communication link status to ensure a normal connection. Message transmission employs an event-triggered mechanism; when an angle change exceeding a set threshold is detected, update data is immediately sent. The system implements a transmission acknowledgment mechanism, requiring the receiver to return an acknowledgment signal; if no acknowledgment is received, the message is automatically retransmitted. During transmission, the system continuously monitors communication quality; when a communication failure is detected, an alarm is triggered and an attempt is made to restore the connection. Successfully transmitted steering angle request messages are received and processed by the emergency steering function MCU.

[0075] The embodiments of this application ensure the accuracy and real-time performance of steering control through standardized signal processing and communication protocol conversion. The design of a dedicated communication connection avoids the congestion problems that may exist in conventional CAN networks, thereby improving the reliability of the emergency steering system.

[0076] In some embodiments, step 105 includes:

[0077] Step 1051: Obtain the preset up and down gear ratio coefficients from the vehicle configuration memory.

[0078] In this embodiment, the vehicle configuration memory refers to a non-volatile storage device installed in the vehicle for storing various configuration parameters and system settings of the vehicle. The upper and lower steering ratio coefficient refers to the proportional relationship between the steering angles of the upper steering assembly (steering wheel) and the lower steering assembly (wheel), and this coefficient is determined during vehicle design and stored in the configuration memory.

[0079] The system reads pre-stored up / down gear ratio coefficient values ​​by accessing a designated address or data area in the vehicle's configuration memory. This operation is completed via the CAN bus or other internal vehicle communication protocols. The system verifies that the read data format and value range conform to preset standards to ensure the validity of the gear ratio coefficients. After successful reading, the system temporarily stores the coefficient in the working memory of the emergency steering function MCU for subsequent calculations.

[0080] Step 1052: Perform a multiplication operation between the value of the target steering angle command and the up and down transmission ratio coefficient.

[0081] In this embodiment of the application, the target steering angle command refers to the steering angle request value generated by the emergency steering function hard switch and the steering knob device, which is determined by the knob rotation scale.

[0082] The system obtains the current target steering angle command value from the emergency steering function hard switch and steering knob device. The system calls the processor's arithmetic logic unit to multiply the target steering angle command value with the upshift / downshift transmission ratio coefficient obtained from the vehicle configuration memory. During the calculation, the system performs a value range check to ensure that the calculation result does not exceed the physical steering angle limit of the downshift actuator assembly. The system temporarily stores the multiplication result in a register, ready for further processing.

[0083] Step 1053: Output the product result as the target execution angle of the vehicle downturn execution assembly.

[0084] In this embodiment, the system converts the product obtained from the multiplication operation into a data format conforming to the interface protocol of the vehicle's steering actuator assembly. The system sends the converted target steering angle command to the steering actuator assembly controller via a hardwired connection or CAN bus communication. During transmission, the system performs data verification to ensure the integrity and accuracy of the command transmission. After receiving the command, the steering actuator assembly monitors the actual steering angle feedback of the actuator to ensure that the steering operation is performed as expected.

[0085] The embodiments of this application ensure that emergency steering operations are consistent with the normal steering characteristics of the vehicle by reading the preset transmission ratio, performing angle conversion calculations, and outputting control commands.

[0086] In some embodiments, step 106 includes:

[0087] Step 1061: Generate a PWM control signal corresponding to the target execution angle value.

[0088] In this embodiment, the PWM control signal refers to a pulse width modulation signal, a technique that controls electronic equipment by adjusting the pulse width. The target execution angle value refers to the wheel steering angle value that the emergency steering device needs to achieve.

[0089] The system receives the angle input signal from the steering knob via the emergency steering function MCU and calculates the target angle that the wheels need to rotate based on the preset up / down transmission ratio. The system uses a built-in PWM signal generation module to convert the target angle value into a PWM control signal with a corresponding duty cycle. This signal contains information about the steering direction and angle, providing basic control commands for subsequent power drive.

[0090] Step 1062: The PWM control signal is converted into the drive current value required by the power drive circuit.

[0091] In this embodiment, the power drive circuit refers to an electronic circuit capable of converting control signals into high-power drive current. The drive current value refers to the specific current intensity required to drive the power assist motor.

[0092] The system inputs the generated PWM control signal to the power drive circuit. The power drive circuit includes power switching devices such as MOSFETs or IGBTs, which adjust the output current based on the duty cycle of the PWM signal. The circuit also includes a current detection and protection module to ensure that the output drive current accurately matches the needs of the assist motor and prevents overcurrent damage to the motor.

[0093] Step 1063: Transmit the drive current value to the control interface of the power assist motor.

[0094] In this embodiment of the application, the control interface refers to the electrical connection port on the assist motor used to receive control signals.

[0095] The system transmits the drive current output from the power drive circuit to the control interface of the power assist motor via electrical wiring. Shielded cables are used during transmission to reduce electromagnetic interference and ensure the stability of the current signal. After receiving the drive current, the power assist motor generates corresponding torque based on the magnitude and direction of the current, driving the wheel steering mechanism to achieve the target steering angle.

[0096] The embodiments of this application ensure that a stable and accurate emergency steering function can still be provided when the steering system fails, through precise PWM signal generation, efficient power conversion and reliable current transmission.

[0097] In some embodiments, step 106 further includes:

[0098] Step 201: Obtain the real-time vehicle speed signal through the vehicle's CAN communication network.

[0099] In this embodiment, the system continuously monitors and parses data packets from the vehicle speed sensor by accessing the vehicle's CAN bus network. The system is equipped with a dedicated CAN communication interface module, which extracts specific packets containing vehicle speed information from the CAN bus traffic according to a preset communication protocol and packet ID filtering mechanism. After obtaining the original packet, the system uses a decoding algorithm to convert the binary data into a processable digital vehicle speed value in km / h. This process is performed periodically at a fixed frequency (e.g., 100ms) to ensure the real-time nature and continuity of the vehicle speed data.

[0100] Step 202: If the real-time vehicle speed signal exceeds the preset safe vehicle speed threshold, a speed limit request command is sent to the vehicle controller.

[0101] In this embodiment, the system compares the acquired real-time vehicle speed signal with a preset safe vehicle speed threshold (e.g., 20 km / h) stored in non-volatile memory. The comparison is performed by the system's central processing unit. When the real-time vehicle speed exceeds the threshold, the system immediately generates a speed limit request command. This command is encapsulated according to the standard CAN communication protocol format, including parameters such as the target ECU address, command type, and desired vehicle speed. The encapsulated message is sent to the vehicle controller via the CAN bus. Upon receiving the command, the vehicle controller initiates the corresponding speed limit control strategy.

[0102] Step 203: Receive obstacle distance signal from the ultrasonic detection module.

[0103] In this embodiment, the ultrasonic detection module refers to an obstacle detection device installed in the front and rear bumper areas of the vehicle, which measures the distance to obstacles by emitting and receiving ultrasonic pulses. The obstacle distance signal refers to the actual distance value between the vehicle and the obstacle in front or behind, as measured by the ultrasonic module.

[0104] The system establishes a connection with the ultrasonic detection module through a dedicated hardware interface (such as GPIO or ADC), periodically receiving raw distance data from each ultrasonic sensor. The system performs digital filtering on the received raw signals to eliminate environmental noise interference, and then fuses the data from multiple sensors using a triangulation algorithm to calculate the accurate distance value closest to the obstacle. The processed distance data is stored in system memory for subsequent safety assessments. This process typically executes every 50-100ms to ensure real-time obstacle detection.

[0105] Step 204: When the obstacle distance signal is less than a preset safe distance threshold, an emergency braking command is sent to the braking control module.

[0106] In this embodiment, the preset safe distance threshold refers to the minimum permissible safe distance value set by the system (e.g., 30cm), used to determine whether emergency braking needs to be triggered. The braking control module refers to the vehicle's electronic braking system control unit, responsible for executing braking operations. The emergency braking command refers to the control command generated by the system to require the vehicle to stop immediately.

[0107] The processed obstacle distance signal is compared with a preset safe distance threshold. When the actual distance is detected to be less than the safe threshold, the system immediately generates an emergency braking command. This command includes parameters such as braking intensity and duration, and is sent to the braking control module via the CAN bus with the highest priority. Simultaneously, the system monitors the vehicle's response status; if the vehicle is still approaching the obstacle, the braking command intensity is increased until the vehicle comes to a complete stop. The entire process has strict real-time requirements; the delay time from detection to braking trigger is typically controlled within 100ms.

[0108] This application embodiment ensures that emergency steering operations are performed within a safe speed range through real-time vehicle speed monitoring and intelligent speed limiting functions; and effectively prevents collision accidents through obstacle detection and automatic braking functions.

[0109] In some embodiments of this application, the purpose of this application is to provide a vehicle control device that, in the event of a failure in the drive-by-wire steering system, when the vehicle cannot steer, replaces the steering wheel to provide a steering angle for the vehicle on the turnout, thereby enabling the vehicle to turn and move to a safe location for repairs. This device can quickly respond with emergency steering in the event of a steering failure, eliminating the need for prolonged waiting for a tow truck and avoiding scenarios where a tow truck cannot access the area. In real-world complex road and vehicle conditions, it provides users with a more convenient and efficient solution.

[0110] To achieve the above objectives, this application provides the following vehicle control device: including a vehicle battery, a downward steering assembly, an upward steering assembly, a wheel steering assembly, a power steering motor, an MCU providing emergency steering function, an emergency steering function hard switch and a steering knob device, and an interrupt hard switch.

[0111] The vehicle's battery provides power to all electronic components and supports normal CAN communication and equipment operation.

[0112] The lower steering assembly, upper steering assembly, and wheel steering assembly are mainly used to ensure the normal steering and driving of the vehicle.

[0113] The MCU that provides emergency steering function establishes a communication connection with the dedicated emergency steering mobile device, responds to the steering command of the dedicated emergency steering device, and drives the power assist motor through current to achieve independent steering in the downward direction.

[0114] The emergency steering function hard switch and steering knob device are hidden and built into the vehicle's armrest box. The switch is knob-shaped and has a built-in angle sensor. It rises when pressed, and the center is the steering switch. Turning the knob provides the steering angle. It is connected to the down-turn hard wire and sends the steering angle through CAN communication. When the down-turn function switch is turned on, it responds to this angle request.

[0115] The interrupt hard switch is a manual switch for the emergency steering down-turn response knob's steering angle function. It is installed during vehicle down-turning, and is a plug-in, non-press-type switch to prevent accidental operation by squeezing the switch while the vehicle is in motion. The switch is off by default; pulling it out turns this function on.

[0116] The embodiments described in this application achieve independent control of downward steering through a dedicated emergency steering mobile device and a dedicated emergency steering MCU, completing the software decoupling of upward and downward steering. Even when upward steering cannot drive downward steering, the vehicle can still be steered. In some complex scenarios, this avoids unnecessary trouble for customers; improves maintenance and service efficiency and reduces service costs for after-sales staff; saves problem-solving time for R&D personnel; enables intelligent emergency steering for production line personnel, improving production efficiency; and also avoids prolonged traffic congestion caused by waiting for tow trucks.

[0117] like Figure 2 As shown, some embodiments of this application provide a vehicle control device including a vehicle battery 1, an upper steering assembly 2, an emergency steering function hard switch and steering knob device 3, a basic steering function module 4, an emergency steering function interruption hard switch 5, an emergency steering function MCU 6, a power steering motor 7, a left front tire assembly 8, a right front tire assembly 9, and a vehicle CAN communication bus 10.

[0118] The vehicle battery 1 is used to power the steering assembly, the left front tire assembly, the right front tire assembly, the basic steering MCU, the emergency steering dedicated MCU, and the power steering motor. This ensures normal vehicle communication and that all electronic components can be driven normally.

[0119] The upper steering assembly 2 has internal functions including hand feel feedback, road feel feedback, basic power assist, and active return-to-center functions, which simulate the driver's steering feel and enhance the driving experience.

[0120] The emergency steering function hard switch and steering knob device 3 are built into the armrest box. Pressing it will raise it and expose the entire knob device. Clicking the button above the knob will activate the emergency steering function and establish a communication connection with the emergency steering function MCU. The hard switch needs to be turned down to keep it open. By rotating the knob, the angle control can be completed, thereby completing the vehicle steering control.

[0121] The basic steering function module 4 is used to establish a communication connection with the upward steering when the emergency steering hard switch is closed, respond to the upward steering and drive the power assist motor through the drive current, thereby realizing the mechanical rotation of the downward steering.

[0122] The interrupt hard switch 5 is a plug-in switch, which is off by default. In cases where upward and downward steering cannot coordinate, such as a communication breakdown between them or a crash in the basic steering function MCU program, this hard switch is pulled out to activate the emergency steering function MCU. This switch must be a physical switch with a physical latch to prevent it from falling off and causing malfunction during normal vehicle operation.

[0123] The emergency steering function MCU6 responds to the angle of the up-turn knob and multiplies it by the up-down transmission ratio to control the down-turn angle.

[0124] The power steering motor 7 responds to the drive current of either the basic steering function MCU or the emergency steering function MCU, driving the left front tire assembly and the right front tire assembly. When both the basic steering function MCU and the emergency steering function MCU have drive current, the power steering motor prioritizes and only responds to the basic steering function MCU, ensuring the uniqueness of the vehicle's steering command. This further restricts the safe use of this function at the software level, preventing accidents.

[0125] The left front tire assembly 8 is mechanically connected to the power assist motor, and responds to the power assist motor to complete the steering of the left front wheel.

[0126] The right front tire assembly 9 is mechanically connected to the power steering motor, and responds to the power steering motor to complete the steering of the right front wheel.

[0127] The vehicle CAN communication bus 10 provides power information such as vehicle steering angle, speed, and braking, enabling communication with other modules in the vehicle to drive its movement, limit its speed, and ensure safety around the vehicle. For example, when the emergency steering function MCU is activated and the emergency steering device provides the steering angle, the vehicle speed is limited to 20 km / h or less. Simultaneously, it receives the vehicle's ultrasonic obstacle detection distance; if the distance to an obstacle is less than 30 cm, and the vehicle is still approaching the obstacle, braking is initiated.

[0128] like Figure 3 As shown, Figure 3 The emergency steering function hard switch and steering knob shown can be built into the armrest box. Pressing it will raise it, revealing the entire knob device. Clicking the button above the knob activates the emergency steering function and establishes a communication connection with the emergency steering function MCU. Rotating the knob provides the target steering angle. As shown in the figure, the knob has corresponding scale lines. One scale line represents one degree of rotation, corresponding to a 20-degree rotation downwards. There are 36 scale lines in total. Turning the knob to the left by one scale line represents a 20-degree rotation downwards and to the left, and so on. Turning the knob to the right completes the rotation.

[0129] like Figure 4 As shown, the steps of a vehicle control method provided in some embodiments of this application include:

[0130] S1. Determine the status of the emergency steering function hard switch;

[0131] S2. If the hard switch is in the off state, the basic steering function MCU will respond directly.

[0132] S3. If the hard switch is in the open state, then determine the interrupt hard switch state.

[0133] S4. If closed, the basic steering function MCU will respond directly.

[0134] S5. If turned on, the emergency steering function MCU will be activated, responding to the angle control of the knob and driving the lower steering assembly to achieve steering.

[0135] The application scenarios for a vehicle control method provided in some embodiments of this application may be:

[0136] Application Scenario 1: When the upper steering assembly CAN busoff fails, the lower steering does not respond to the upper steering, the vehicle stops and affects traffic, and it is necessary to make an emergency turn to a safe location.

[0137] Application Scenario 2: In the production workshop, when a vehicle rolls off the production line, the lower rotor does not respond to the upper rotor, causing a queue of vehicles to wait to roll off the line, affecting the vehicle production schedule, and the vehicle needs to be moved to a nearby location for repair.

[0138] Operating Procedures: Raise the emergency steering function hard switch, press the button to activate the rotary steering function, and then remove the hidden emergency steering hard switch to activate the emergency steering function MCU. The vehicle will then activate; rotating the knob will provide steering, and the vehicle will slowly increase in speed, with a maximum speed of 20 km / h. The vehicle will stop when a braking command is received from the vehicle's CAN bus. If the vehicle continues to approach an obstacle and the distance is less than 30 cm, the vehicle will automatically stop at 0 km / h.

[0139] Based on the foregoing embodiments, this application provides a vehicle control device, which includes the included units and the modules included in each unit, which can be implemented by a controller in the vehicle; of course, it can also be implemented by specific logic circuits; in the implementation process, the controller can be a central processing unit (CPU), microprocessor unit (MPU), digital signal processor (DSP) or field programmable gate array (FPGA), etc.

[0140] Figure 5 This is a schematic diagram of the composition structure of a vehicle control device provided in an embodiment of this application, as shown below. Figure 5 As shown, the vehicle control device includes: The detection module 301 is used to detect the communication status or functional status between the upper steering assembly and the lower steering actuation assembly of the vehicle; when the communication status is interrupted or the functional status is failed, the emergency steering function hard switch and steering knob device are activated. Communication module 302 is used to establish a dedicated communication connection with the emergency steering function hard switch and steering knob device through the emergency steering function MCU; and to receive the target steering angle command sent by the emergency steering function hard switch and steering knob device through the dedicated communication connection. The control module 303 is used to calculate the target execution angle of the vehicle's down-turning actuator assembly based on the target steering angle command and the preset up-down transmission ratio; and to output drive current to the power assist motor through the emergency steering function MCU, so as to drive the vehicle's actuator assembly to rotate to the target execution angle through the power assist motor, and control the vehicle's running speed to not exceed the preset safe speed.

[0141] The detection module 301 is used to detect the communication status or functional status between the upper steering assembly and the lower steering actuation assembly of the vehicle; when the communication status is interrupted or the functional status is failed, the emergency steering function hard switch and steering knob device are activated.

[0142] Communication module 302 is used to establish a dedicated communication connection with the emergency steering function hard switch and steering knob device through the emergency steering function MCU; and to receive the target steering angle command sent by the emergency steering function hard switch and steering knob device through the dedicated communication connection.

[0143] The control module 303 is used to calculate the target execution angle of the vehicle's down-turning actuator assembly based on the target steering angle command and the preset up-down transmission ratio; and to output drive current to the power assist motor through the emergency steering function MCU, so as to drive the vehicle's actuator assembly to rotate to the target execution angle through the power assist motor, and control the vehicle's running speed to not exceed the preset safe speed.

[0144] In some embodiments, the communication module 302 is further configured to: verify the physical open state of the interrupt hard switch; and, if the physical open state verification is successful, establish a dedicated communication channel between the emergency steering function hard switch and the steering knob device and the emergency steering function MCU.

[0145] In some embodiments, the physical open state includes: the interrupt hard switch installed in the vehicle downshifting assembly being pulled out to the open position.

[0146] In some embodiments, the communication module 302 is further configured to: read the raw angle signal generated by the built-in angle sensor of the emergency steering function hard switch and steering knob device; convert the raw angle signal into a steering angle request message under the standard CAN communication protocol; and transmit the steering angle request message to the emergency steering function MCU through the dedicated communication connection.

[0147] In some embodiments, the control module 303 is further configured to: obtain a preset up-and-down transmission ratio coefficient from the vehicle configuration memory; perform a multiplication operation between the value of the target steering angle command and the up-and-down transmission ratio coefficient; and output the product result as the target execution angle of the vehicle down-turn execution assembly.

[0148] In some embodiments, the control module 303 is further configured to: generate a PWM control signal corresponding to the target execution angle value; convert the PWM control signal into a drive current value required by the assist motor through a power drive circuit; and transmit the drive current value to the control interface of the assist motor.

[0149] In some embodiments, the control module 303 is further configured to: acquire a real-time vehicle speed signal via the vehicle CAN communication network; send a speed limit request command to the vehicle controller when the real-time vehicle speed signal exceeds the preset safe vehicle speed threshold; receive an obstacle distance signal from the ultrasonic detection module; and send an emergency braking command to the braking control module 303 when the obstacle distance signal is less than the preset safe distance threshold.

[0150] This application embodiment quickly establishes an emergency steering channel when the vehicle's steer-by-wire system malfunctions. It achieves reliable emergency steering functionality through dedicated hardware and a control system, solving the problems of long time consumption and limited scenarios associated with traditional towing methods. It provides a fast and safe solution for vehicle malfunctions and ensures the safety and reliability of the emergency steering process.

[0151] The descriptions of the apparatus embodiments above are similar to those of the method embodiments above, and have similar beneficial effects. In some embodiments, the functions or modules included in the apparatus provided in this disclosure can be used to perform the methods described in the method embodiments above. For technical details not disclosed in the apparatus embodiments of this application, please refer to the descriptions of the method embodiments of this application for understanding.

[0152] If the technical solution of this application involves personal information, the product using this technical solution has clearly informed the user of the personal information processing rules and obtained the user's voluntary consent before processing the personal information. If the technical solution of this application involves sensitive personal information, the product using this technical solution has obtained the user's separate consent before processing the sensitive personal information, and also meets the requirement of "express consent". For example, at personal information collection devices such as cameras, clear and prominent signs are set up to inform users that they have entered the scope of personal information collection and that personal information will be collected. If an individual voluntarily enters the collection scope, it is deemed that they have agreed to the collection of their personal information; or on the personal information processing device, with clear signs / information informing users of the personal information processing rules, authorization is obtained from the user through pop-up information or by asking the user to upload their personal information; wherein, the personal information processing rules may include information such as the personal information processor, the purpose of personal information processing, the processing method, and the types of personal information processed.

[0153] It should be noted that, in the embodiments of this application, if the above-described vehicle control method is implemented as a software functional module and sold or used as an independent product, it can also be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the embodiments of this application, or the part that contributes to the related technology, can be embodied in the form of a software product. This software product is stored in a storage medium and includes several instructions to cause a vehicle to execute all or part of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as a USB flash drive, a portable hard drive, a read-only memory (ROM), a magnetic disk, or an optical disk. Thus, the embodiments of this application are not limited to any specific hardware, software, or firmware, or any combination of hardware, software, and firmware.

[0154] This application provides a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements some or all of the steps in the above-described method. The computer-readable storage medium can be transient or non-transient.

[0155] This application provides a computer program product, which includes a non-transitory computer-readable storage medium storing a computer program. When the computer program is read and executed by a computer, it implements some or all of the steps in the above-described method. This computer program product can be implemented specifically through hardware, software, or a combination thereof. In some embodiments, the computer program product is specifically embodied as a computer storage medium; in other embodiments, the computer program product is specifically embodied as a software product, such as a software development kit (SDK), etc.

[0156] It should be noted that the descriptions of the various embodiments above tend to emphasize the differences between them, while their similarities or commonalities can be referred to interchangeably. The descriptions of the above embodiments of the device, storage medium, computer program, and computer program product are similar to the descriptions of the above method embodiments and have similar beneficial effects. For technical details not disclosed in the embodiments of the device, storage medium, computer program, and computer program product of this application, please refer to the descriptions of the method embodiments of this application for understanding.

[0157] It should be understood that the phrase "one embodiment" or "an embodiment" throughout the specification means that a specific feature, structure, or characteristic related to the embodiment is included in at least one embodiment of this application. Therefore, "in one embodiment" or "in an embodiment" appearing throughout the specification does not necessarily refer to the same embodiment. Furthermore, these specific features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. It should be understood that in the various embodiments of this application, the sequence numbers of the above steps / processes do not imply a sequential order of execution; the execution order of each step / process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application. The sequence numbers of the above embodiments of this application are merely descriptive and do not represent the superiority or inferiority of the embodiments.

[0158] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0159] In the several embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. The device embodiments described above are merely illustrative. For example, the division of units is only a logical functional division, and in actual implementation, there may be other division methods, such as: multiple units or components can be combined, or integrated into another system, or some features can be ignored or not executed. In addition, the coupling, direct coupling, or communication connection between the various components shown or discussed can be through some interfaces, and the indirect coupling or communication connection between devices or units can be electrical, mechanical, or other forms.

[0160] The units described above as separate components may or may not be physically separate. The components shown as units may or may not be physical units. They may be located in one place or distributed across multiple network units. Some or all of the units may be selected to achieve the purpose of this embodiment according to actual needs.

[0161] In addition, each functional unit in the various embodiments of this application can be integrated into one processing unit, or each unit can be a separate unit, or two or more units can be integrated into one unit; the integrated unit can be implemented in hardware or in the form of hardware plus software functional units.

[0162] Those skilled in the art will understand that all or part of the steps of the above method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When the program is executed, it performs the steps of the above method embodiments. The aforementioned storage medium includes various media that can store program code, such as mobile storage devices, read-only memory (ROM), magnetic disks, or optical disks.

[0163] Alternatively, if the integrated units described above are implemented as software functional modules and sold or used as independent products, they can also be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence or the part that contributes to related technologies, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a vehicle to execute all or part of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as mobile storage devices, ROMs, magnetic disks, or optical disks.

[0164] The above description is merely an embodiment of this application, but the scope of protection of this application is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application.

Claims

1. A vehicle control method, characterized in that, The method includes: Detect the communication or functional status between the vehicle's upper steering assembly and lower steering actuator assembly; When the communication status is interrupted or the functional status is malfunctioned, the emergency steering function hard switch and steering knob device are activated. A dedicated communication connection is established between the emergency steering function MCU and the emergency steering function hard switch and steering knob device; Through the dedicated communication connection, the target steering angle command sent by the emergency steering function hard switch and steering knob device is received; Based on the target steering angle command and the preset up and down transmission ratio, the target execution angle of the vehicle down steering assembly is calculated. The emergency steering function MCU outputs drive current to the power steering motor, which drives the vehicle's actuator assembly to rotate to the target actuation angle, and controls the vehicle's operating speed to not exceed the preset safe speed.

2. The method according to claim 1, characterized in that, The establishment of a dedicated communication connection between the emergency steering function MCU and the emergency steering function hard switch and steering knob device includes: Verify the physical on / off state of the interrupt hard switch; Once the physical activation verification is successful, a dedicated hardwired communication channel is established between the emergency steering function hard switch and steering knob device and the emergency steering function MCU.

3. The method according to claim 2, characterized in that, The physical activation state includes: the interrupt hard switch installed in the vehicle downshifting assembly is pulled out to the open position.

4. The method according to any one of claims 1 to 3, characterized in that, The calculation of the target execution angle of the vehicle's down-turn actuator assembly based on the target steering angle command and the preset up-and-down transmission ratio includes: Read the raw angle signal generated by the built-in angle sensor of the emergency steering function hard switch and steering knob device; The original angle signal is converted into a steering angle request message under the standard CAN communication protocol; The steering angle request message is transmitted to the emergency steering function MCU through the dedicated communication connection.

5. The method according to any one of claims 1 to 3, characterized in that, The calculation of the target execution angle of the vehicle's down-turn actuator assembly based on the target steering angle command and the preset up-and-down transmission ratio includes: Retrieve the preset up and down gear ratio coefficients from the vehicle configuration memory; Perform a multiplication operation between the value of the target steering angle command and the up and down transmission ratio coefficient; The output product is used as the target execution angle of the vehicle's downward turning execution assembly.

6. The method according to any one of claims 1 to 3, characterized in that, The step of outputting drive current to the assist motor through the MCU for the emergency steering function includes: Generate a PWM control signal corresponding to the target execution angle value; The PWM control signal is converted into the drive current value required by the power drive circuit; The drive current value is transmitted to the control interface of the booster motor.

7. The method according to any one of claims 1 to 3, characterized in that, Controlling the vehicle's operating speed to not exceed a preset safe speed includes: Real-time vehicle speed signal is obtained through the vehicle's CAN communication network; If the real-time vehicle speed signal exceeds the preset safe vehicle speed threshold, a speed limit request command is sent to the vehicle controller. Receives obstacle distance signals from the ultrasonic detection module; When the obstacle distance signal is less than a preset safe distance threshold, an emergency braking command is sent to the braking control module.

8. A vehicle control device, characterized in that, include: The detection module is used to detect the communication status or functional status between the upper steering assembly and the lower steering actuation assembly of the vehicle. When the communication status is interrupted or the functional status is malfunctioned, the emergency steering function hard switch and steering knob device are activated. The communication module is used to establish a dedicated communication connection between the emergency steering function MCU and the emergency steering function hard switch and steering knob device; The target steering angle command sent by the emergency steering function hard switch and steering knob device is received through the dedicated communication connection. The control module is used to calculate the target execution angle of the vehicle's down-turning actuator assembly based on the target steering angle command and the preset up-down transmission ratio; The emergency steering function MCU outputs drive current to the power steering motor, which drives the vehicle's actuator assembly to rotate to the target actuation angle, and controls the vehicle's operating speed to not exceed the preset safe speed.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that, When executed by a processor, the computer program implements the steps of the vehicle control method according to any one of claims 1 to 7.

10. A computer program product, characterized in that, The computer program product includes a non-transitory computer-readable storage medium storing a computer program, which, when read and executed by a computer, implements the steps of the vehicle control method according to any one of claims 1 to 7.

11. A vehicle, characterized in that, The vehicle includes: a downward steering assembly, an upward steering assembly, a power steering motor, an emergency steering function MCU, an emergency steering function hard switch and a steering knob device, and an interrupt hard switch; the emergency steering function MCU is used to execute the steps in the vehicle control method according to any one of claims 1 to 7.

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