Vehicle control method and device, vehicle and storage medium

Abstract

The invention provides a vehicle control method and device, a vehicle and a storage medium. The method comprises the steps that under the condition that the fault state of the steer-by-wire system of the vehicle is determined, limit value information corresponding to the fault state is determined; the limit value information comprises a driving speed limit value and a driver override frequency limit value; acquiring the current driving speed of the vehicle; under the condition that the current running speed is larger than the running speed limit value, an automatic speed reduction request is sent to a braking system of the vehicle so as to reduce the current running speed to the running speed limit value; in the process of reducing the current driving speed, under the condition that the opening degree of an accelerator pedal of the vehicle is detected to be larger than or equal to an opening degree threshold value, it is determined that a driver of the vehicle overrides; and under the condition that the override frequency of the driver is smaller than or equal to the override frequency limit value of the driver, an automatic speed reduction stop request is sent to the braking system, and the vehicle is controlled to be accelerated.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicles, in particular to a vehicle control method and device, a vehicle and a storage medium. BACKGROUND

[0002] The steer-by-wire system decouples the tire and the steering wheel, cancels the mechanical connection between the steering column and the steering wheel, and transmits the steering demand of the driver to the wheel steering actuator through electrical connection, greatly saving the space in the cockpit, and also providing favorable support for higher stage intelligent driving. In addition, in order to ensure the safe operation of the steer-by-wire system, especially to avoid the problem of steering control loss, the steer-by-wire system must adopt a redundant design scheme to ensure that when a single device fault occurs in the system and the integrity of the steering control function is insufficient, the standby design is switched to support the driver's steering control. However, in the related art, in the case of a fault of the steer-by-wire system, the current operation of the driver may be suddenly interrupted, resulting in a loss of confidence and trust of the driver in the operation of the vehicle. SUMMARY

[0003] The present application provides a vehicle control method and device, a vehicle and a storage medium, which are beneficial to improving the controllability and safety of the vehicle in the case of a fault of the steer-by-wire system, and enhancing the confidence and trust of the driver in the operation of the vehicle.

[0004] In a first aspect, an embodiment of the present application provides a vehicle control method, which comprises: in the case of determining a fault state of a steer-by-wire system of a vehicle, determining limit value information corresponding to the fault state; the limit value information comprises a driving speed limit value and a driver override number limit value; acquiring a current driving speed of the vehicle; in the case that the current driving speed is greater than the driving speed limit value, sending an automatic speed reduction request to a braking system of the vehicle to reduce the current driving speed to the driving speed limit value; in the process of reducing the current driving speed, and in the case that an opening degree of an accelerator pedal of the vehicle is greater than or equal to an opening degree threshold value, determining that the driver of the vehicle overrides; in the case that the number of driver overrides is less than or equal to the driver override number limit value, sending an automatic speed reduction stop request to the braking system, and controlling the vehicle to accelerate.

[0005] It is understood that in the vehicle control method provided in this application embodiment, the fault state of the steer-by-wire system is first determined, and the corresponding limit information is identified to restrict the dynamic operation of the vehicle. The current driving speed is then obtained, and an automatic deceleration request is triggered when the current driving speed exceeds the driving speed limit. Simultaneously, during the automatic deceleration process, the driver is allowed to perform overtaking operations (i.e., acceleration) as long as the number of overtaking maneuvers is less than or equal to the driver's overtaking limit. This ensures that the vehicle transitions to a safe state in the event of a steer-by-wire system malfunction, while granting the driver certain operational authority. Thus, in the event of a steer-by-wire system malfunction, not only is the controllability and safety of the vehicle improved, but the driver's confidence and trust in vehicle operation are also enhanced.

[0006] In some embodiments, the limit information further includes: an acceleration limit; the step of sending an automatic deceleration stop request to the braking system and controlling the vehicle to accelerate when the number of times the driver overtakes is less than or equal to the driver overtake limit further includes: obtaining the current acceleration of the vehicle; sending an automatic deceleration stop request to the braking system and controlling the vehicle to accelerate at the current acceleration when the number of times the driver overtakes is less than or equal to the driver overtake limit and the current acceleration is less than or equal to the acceleration limit; or, sending an automatic deceleration stop request to the braking system and controlling the vehicle to accelerate at the acceleration limit when the number of times the driver overtakes is less than or equal to the driver overtake limit and the current acceleration is greater than the acceleration limit; the acceleration limit is determined based on the current driving speed and the driving speed limit.

[0007] It is understood that in the vehicle control method provided in this application embodiment, an acceleration limit is introduced as another constraint condition for the driver's overdrive operation; and when the current acceleration is less than or equal to the acceleration limit, an automatic deceleration stop request is sent to the braking system, and the vehicle is controlled to accelerate at the current acceleration; and when the current acceleration is greater than the acceleration limit, an automatic deceleration stop request is sent to the braking system, and the vehicle is controlled to accelerate at the acceleration limit, wherein the acceleration limit is determined based on the current driving speed and the driving speed limit. In this way, the driver's overdrive control strategy can be further refined, making the response of the driver's overdrive operation more precise and controllable, and avoiding the problem of the vehicle speed recovering too quickly due to excessive driver intervention, which affects the safe transition of the vehicle, thereby improving the stability and predictability of the vehicle after system failure.

[0008] In some embodiments, the limit information further includes: an acceleration duration limit; the step of sending an automatic deceleration stop request to the braking system and controlling the vehicle to accelerate at the current acceleration when the number of times the driver overtakes is less than or equal to the driver overtake frequency limit and the current acceleration is less than or equal to the acceleration limit, further includes: obtaining the current acceleration duration of the vehicle; and sending an automatic deceleration stop request to the braking system and controlling the vehicle to accelerate at the current acceleration when the number of times the driver overtakes is less than or equal to the driver overtake frequency limit, the current acceleration is less than or equal to the acceleration limit, and the current acceleration duration is less than or equal to the acceleration duration limit. The vehicle accelerates at the current acceleration; or, when the number of times the driver overtakes is less than or equal to the driver overtake limit and the current acceleration is greater than the acceleration limit, the method of sending an automatic deceleration stop request to the braking system and controlling the vehicle to accelerate at the acceleration limit further includes: obtaining the current acceleration duration of the vehicle; when the number of times the driver overtakes is less than or equal to the driver overtake limit and the current acceleration is greater than the acceleration limit, and when the current acceleration duration is less than or equal to the acceleration duration limit, the method of sending an automatic deceleration stop request to the braking system and controlling the vehicle to accelerate at the acceleration limit.

[0009] It is understood that the vehicle control method provided in this application also introduces an acceleration duration limit. Only when the current acceleration duration is less than or equal to the acceleration duration limit will an automatic deceleration stop request be sent to the braking system, and the vehicle will be controlled to accelerate. This ensures that the driver's overtaking maneuver is limited not only by the number of overtaking maneuvers and the acceleration, but also by the duration of acceleration. This helps prevent the driver from maintaining the vehicle in a high-acceleration state for an extended period, thus avoiding the risk of failing to guide the vehicle to a safe state in a timely manner. Therefore, it is beneficial to ensure that the vehicle completes a safe transition within a specified time while guaranteeing reasonable driver operation, thereby improving the reliability of the overall control logic.

[0010] In some embodiments, determining the limit information corresponding to the fault state when the fault state of the vehicle's steer-by-wire system is determined includes: when the fault state of the vehicle's steer-by-wire system is determined to be a first fault state, determining the limit information corresponding to the first fault state as first limit information; the first fault state is a fault in the primary steer-by-wire system or a fault in the redundant steer-by-wire system; or, when the fault state of the vehicle's steer-by-wire system is determined to be a second fault state, determining the limit information corresponding to the second fault state as second limit information; the second fault state is a fault in both the primary steer-by-wire system and the redundant steer-by-wire system; the driving speed limit in the first limit information is greater than the driving speed limit in the second limit information; the driver overtaking limit in the first limit information is greater than the driver overtaking limit in the second limit information.

[0011] It is understood that in the vehicle control method provided in this application embodiment, steering control function can still be achieved even if the main steerable steering system or the redundant steerable steering system in the steerable steering system fails. Therefore, in the case of failure of either the main steerable steering system or the redundant steerable steering system, higher driving speeds and more driver overtaking maneuvers are allowed; while in the case of failure of both the main steerable steering system and the redundant steerable steering system, the vehicle completely loses steering control function. Therefore, in the case of failure of both the main steerable steering system and the redundant steerable steering system, only lower driving speeds and fewer driver overtaking maneuvers are allowed. In this way, the control strategy can be dynamically adjusted according to the fault state, improving the ability to cope with complex fault scenarios; and ensuring that the vehicle can transition to a safe state under different fault states.

[0012] In some embodiments, the first limit information further includes: a fault duration limit; when the fault state of the vehicle's steer-by-wire system is determined to be a first fault state, determining the limit information corresponding to the first fault state as the first limit information further includes: obtaining the current fault duration; when the fault state of the vehicle's steer-by-wire system is determined to be a first fault state, and the current fault duration is less than or equal to the fault duration limit, determining the driving speed limit in the first limit information as a first driving speed limit, and determining the driver overtaking frequency limit in the first limit information as a first driver overtaking frequency limit; or If the steer-by-wire system of the vehicle is determined to be in a first fault state, and the duration of the current fault is greater than the fault duration limit, then the driving speed limit in the first limit information is determined to be a second driving speed limit, and the driver overtaking limit in the first limit information is determined to be a second driver overtaking limit; the first driving speed limit is greater than the second driving speed limit; the first driver overtaking limit is greater than the second driver overtaking limit; the first driving speed value refers to the maximum driving speed at which the driver can safely stop the vehicle when it is out of control.

[0013] It is understood that in the vehicle control method provided in this application embodiment, the duration of the fault is introduced as a criterion for judging the limit information, thereby enabling dynamic adjustment of the limit information based on the duration of the fault. When a fault has just occurred or the duration of the fault is short, the steer-by-wire system still has a certain redundancy, thus allowing for higher driving speeds and more overtaking maneuvers by the driver. However, as the duration of the fault increases, considering that the performance of the redundant steer-by-wire system may gradually decline, the driving speed limit and the limit for the number of overtaking maneuvers are reduced. In this way, a more flexible and adaptive control mechanism can be achieved, effectively balancing safety and the rationality of driver operation.

[0014] In some embodiments, the limit information further includes: a deceleration limit; sending an automatic deceleration request to the vehicle's braking system to reduce the current driving speed to the driving speed limit includes: sending an automatic deceleration request to the vehicle's braking system to reduce the current driving speed to the driving speed limit using the current deceleration if the vehicle's current deceleration is greater than or equal to the deceleration limit; or to reduce the current driving speed to the driving speed limit using the deceleration limit if the vehicle's current deceleration is less than the deceleration limit.

[0015] It is understood that the vehicle control method provided in this application introduces a deceleration limit. When the current deceleration is greater than or equal to the deceleration limit, the current driving speed is reduced by the current deceleration; conversely, when the current deceleration is less than the deceleration limit, the current driving speed is reduced by the deceleration limit. This ensures that the vehicle can reduce its current driving speed to the driving speed limit within a certain time. This benefits the driver by providing a certain degree of autonomy while ensuring vehicle safety; thus, a more flexible and adaptive control mechanism can be achieved, effectively balancing safety and the rationality of driver operation.

[0016] In some embodiments, the method further includes: when the current driving speed is less than or equal to the driving speed limit, sending a speed limit control request to the vehicle's drive system to control the vehicle's driving speed to be less than or equal to the driving speed limit.

[0017] It is understood that in the vehicle control method provided in this application embodiment, when the current driving speed is less than or equal to the driving speed limit, a speed limit control request is sent to the drive system to control the vehicle's driving speed to be less than or equal to the driving speed limit. In this way, even if the driver attempts to accelerate, the vehicle's driving speed can be limited within a certain range. This avoids the problem of the vehicle exceeding the speed limit again due to driver misoperation or misunderstanding of the current state, thereby ensuring safe vehicle driving while further enhancing the reliability of vehicle control.

[0018] Secondly, embodiments of this application provide a vehicle control device, the device comprising: a first determining module configured to determine limit information corresponding to the fault state when a fault state of the vehicle's steer-by-wire system is determined; the limit information includes: a driving speed limit and a driver overtaking frequency limit; an acquiring module configured to acquire the current driving speed of the vehicle; a first sending module configured to send an automatic deceleration request to the vehicle's braking system to reduce the current driving speed to the driving speed limit when the current driving speed is greater than the driving speed limit; a second determining module configured to determine that the vehicle's driver overtakes when the accelerator pedal opening is greater than or equal to an opening threshold during the process of reducing the vehicle's driving speed; and a second sending module configured to send an automatic deceleration stop request to the braking system and control the vehicle to accelerate when the number of driver overtaking frequencies is less than or equal to the driver overtaking frequency limit.

[0019] Thirdly, embodiments of this application provide a vehicle including a memory and a processor. The memory stores a computer program that can run on the processor, and the processor executes the program to implement the vehicle control method described in the first aspect.

[0020] Fourthly, embodiments of this application provide a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the vehicle control method described in the first aspect.

[0021] Fifthly, embodiments of this application provide a computer program product, including a computer program or instructions, which, when executed by a processor, implement the vehicle control method described in the first aspect. Attached Figure Description

[0022] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the specification, serve to explain the technical solutions of this application. Obviously, the drawings described below are merely some embodiments of this application, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort.

[0023] The flowcharts shown in the accompanying drawings are merely illustrative and do not necessarily include all content and operations / steps, nor do they necessarily have to be performed in the described order. For example, some operations / steps can be broken down, while others can be combined or partially combined; therefore, the actual execution order may change depending on the specific circumstances.

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

[0025] Figure 2 A schematic diagram of the implementation process of a vehicle control method provided in this application embodiment. Figure Two ;

[0026] Figure 3 A schematic diagram illustrating the implementation process of step 205 provided in an embodiment of this application;

[0027] Figure 4 A schematic diagram illustrating the implementation process of step 201 provided in an embodiment of this application;

[0028] Figure 5 A schematic diagram of the structure of a vehicle control device provided in this application embodiment. Figure One ;

[0029] Figure 6 A schematic diagram of the structure of a vehicle control device provided in this application embodiment. Figure Two ;

[0030] Figure 7 This is a schematic diagram of the vehicle structure provided in an embodiment of this application. Detailed Implementation

[0031] The technical solutions in the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings.

[0032] To make the objectives, technical solutions, and advantages of this application clearer, the application will be further described below in conjunction with the accompanying drawings. The embodiments described below are only some embodiments of this application, not all embodiments. Therefore, 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.

[0033] In the following description, references to “some embodiments” or “other embodiments” describe a subset of all possible embodiments. However, it is understood that “some embodiments” or “other embodiments” may be the same subset or different subsets of all possible embodiments and may be combined with each other without conflict.

[0034] In the following description, the terms "first" and "second" are used merely to distinguish similar objects and do not represent a specific ordering of objects. It is understood that "first" and "second" 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.

[0035] 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 belongs. The terminology used herein is for the purpose of describing embodiments of this application only and is not intended to limit this application.

[0036] In a related art, a vehicle control method, a vehicle, and a computer-readable storage medium are provided, relating to the field of vehicle control technology. The method includes: by implementing redundant design for the vehicle's steer-by-wire system, immediately triggering a fault handling mechanism upon determining that a steer-by-wire system malfunction has occurred. First, the fault condition is located; then, based on the fault condition, the fault is classified into a fault level; subsequently, the steering control strategy of the steer-by-wire system for the vehicle is adjusted according to the fault level, and the vehicle speed is limited according to the fault level. This ensures that when the steer-by-wire system malfunctions, the system executes the steering control strategy corresponding to the fault level, allowing the user to still control the vehicle and preventing loss of control. This not only improves the controllability, safety, and reliability of the steer-by-wire system during malfunctions but also enhances the user's driving experience, driving confidence, and user trust in the steer-by-wire system.

[0037] In another related technology, a control method, system, electronic device, and medium for steer-by-wire are provided. The method includes: acquiring system fault codes, analyzing the system fault codes to determine first fault information; matching the first fault information with preset fault relationships to determine second fault information; the second fault information includes fault status information, system integrity information, steering function information, and feedback function information; determining the current state of the steer-by-wire system based on the second fault information; executing corresponding control operations when a steer-by-wire fault occurs; setting corresponding control operations for different faults in the steer-by-wire system; and executing the corresponding control operations when a steer-by-wire fault occurs, thereby enabling control over different steer-by-wire faults, reducing the risk of harm caused by system malfunctions, and improving driving safety. This solution can be widely applied in the field of vehicle steering control technology.

[0038] In another related technology, a method, vehicle, device, and medium for distributed steer-by-wire fault degradation processing are provided. The method includes: deploying fault degradation processing modules for the drive system, braking system, current controller, and backup controller; collecting fault data from the current controller and backup controller through the fault degradation processing modules to obtain first fault diagnosis information, and classifying the first fault diagnosis information to obtain a first fault type; if the first fault type indicates a steering abnormality in the steer-by-wire system that is not a single-point fault, then performing a degradation operation through a target system; wherein the target system includes at least one of the drive system and braking system, and the degradation operation includes at least one of a drive torque zeroing operation and a deceleration operation. This solution can effectively reduce the safety hazards caused by steering abnormalities in the steer-by-wire system.

[0039] However, the inventors of this application discovered during their research and analysis of related technologies that most of these technologies mention requesting a speed limit and downgrade operation after a single-point failure in the steer-by-wire system to achieve a smooth transition to a safe state. However, this operation alone may suddenly interrupt the driver's current control in practical applications, bringing additional risks. If driver overshoot (intervention) is not considered and restrained, the system may fail to transition to a safe state within the specified time.

[0040] To address the problems existing in the aforementioned related technologies, this application provides a vehicle control method. Figure 1 A schematic diagram of the implementation process of a vehicle control method provided in this application embodiment. Figure One ,like Figure 1 As shown, the method includes steps 101 to 105:

[0041] Step 101: If the fault state of the vehicle's steer-by-wire system is determined, determine the limit information corresponding to the fault state; the limit information includes: driving speed limit and driver overtaking limit.

[0042] Step 102: Obtain the current driving speed of the vehicle;

[0043] Step 103: If the current driving speed is greater than the driving speed limit, send an automatic deceleration request to the vehicle's braking system to reduce the current driving speed to the driving speed limit.

[0044] Step 104: During the process of reducing the current driving speed, if the opening degree of the accelerator pedal of the vehicle is detected to be greater than or equal to the opening degree threshold, determine that the driver of the vehicle is overriding.

[0045] Step 105: If the number of times the driver overshoots is less than or equal to the limit for the number of times the driver overshoots, send an automatic deceleration and stop request to the braking system and control the vehicle to accelerate.

[0046] It is understood that in the vehicle control method provided in this application embodiment, the fault state of the steer-by-wire system is first determined, and the corresponding limit information is identified to restrict the dynamic operation of the vehicle. The current driving speed is then obtained, and an automatic deceleration request is triggered when the current driving speed exceeds the driving speed limit. Simultaneously, during the automatic deceleration process, the driver is allowed to perform overtaking operations (i.e., acceleration) as long as the number of overtaking maneuvers is less than or equal to the driver's overtaking limit. This ensures that the vehicle transitions to a safe state in the event of a steer-by-wire system malfunction, while granting the driver certain operational authority. Thus, in the event of a steer-by-wire system malfunction, not only is the controllability and safety of the vehicle improved, but the driver's confidence and trust in vehicle operation are also enhanced.

[0047] The following sections will describe further optional implementation methods for each of the above steps, as well as related terms.

[0048] In step 101, if the fault state of the vehicle's steer-by-wire system is determined, the limit information corresponding to the fault state is determined; the limit information includes: driving speed limit and driver overtaking limit.

[0049] It should be understood that, in the embodiments of this application, a steer-by-wire system refers to a system that transmits the driver's steering intention to the wheel actuators through electronic signals rather than mechanical connections. The steer-by-wire system eliminates the traditional mechanical connection between the steering wheel and the tires, converting the driver's steering input into wheel steering actions through an electrical control system. This improves the utilization of cockpit space and supports higher levels of autonomous driving functions. Furthermore, to ensure the safe operation of the steer-by-wire system, a redundant design is typically employed. That is, when the primary system fails, it can switch to a backup steer-by-wire system (i.e., a redundant steer-by-wire system) to continue providing basic steering control functions, ensuring the vehicle remains controllable in emergency situations.

[0050] In this embodiment, the fault state of the steer-by-wire system is not limited. In some embodiments, the fault state of the steer-by-wire system includes: a failure of the main steer-by-wire system or a failure of both the main steer-by-wire system and the redundant steer-by-wire system.

[0051] It should be understood that in the embodiments of this application, the limit information varies depending on the fault state of the steer-by-wire system. In some embodiments, the limit information is used to limit the dynamic operating state of the vehicle; wherein, the dynamic operating state of the vehicle includes, but is not limited to, at least one of the following: the vehicle's operating speed, the vehicle's acceleration, the vehicle's acceleration duration, the vehicle's deceleration, the vehicle being autonomously controlled, and the vehicle being controlled by a driver.

[0052] In this embodiment, the specific values ​​of the driving speed limit and the driver overtaking limit are not limited. In some embodiments, the specific values ​​of the driving speed limit and the driver overtaking limit can be preset based on empirical values; in other embodiments, the specific values ​​of the driving speed limit and the driver overtaking limit can be determined based on vehicle performance, etc.

[0053] It should be understood that, in the embodiments of this application, the driving speed limit refers to the maximum driving speed of the vehicle allowed in the event of a malfunction in the steering-by-wire system; the driver overtaking limit refers to the upper limit of the number of times the driver can intervene in vehicle control by pressing the accelerator pedal or other means in the event of a malfunction in the steering-by-wire system and during automatic deceleration.

[0054] In some embodiments, determining the limit information corresponding to the fault state when the fault state of the vehicle's steer-by-wire system is determined includes: determining the limit information corresponding to the first fault state as first limit information when the fault state of the vehicle's steer-by-wire system is determined to be a first fault state; the first fault state is a fault in the main steer-by-wire system or a fault in the redundant steer-by-wire system; or...

[0055] If the fault state of the vehicle's steer-by-wire system is determined to be a second fault state, then the limit information corresponding to the second fault state is determined to be the second limit information; the second fault state is that both the main steer-by-wire system and the redundant steer-by-wire system in the steer-by-wire system are faulty.

[0056] Wherein, the driving speed limit in the first limit information is greater than the driving speed limit in the second limit information; the limit for the number of times a driver overtakes a vehicle in the first limit information is greater than the limit for the number of times a driver overtakes a vehicle in the second limit information.

[0057] It is understood that in the vehicle control method provided in this application embodiment, steering control function can still be achieved even if the main steerable steering system or the redundant steerable steering system in the steerable steering system fails. Therefore, in the case of failure of either the main steerable steering system or the redundant steerable steering system, higher driving speeds and more driver overtaking maneuvers are allowed; while in the case of failure of both the main steerable steering system and the redundant steerable steering system, the vehicle completely loses steering control function. Therefore, in the case of failure of both the main steerable steering system and the redundant steerable steering system, only lower driving speeds and fewer driver overtaking maneuvers are allowed. In this way, the control strategy can be dynamically adjusted according to the fault state, improving the ability to cope with complex fault scenarios; and ensuring that the vehicle can transition to a safe state under different fault states.

[0058] Furthermore, in some embodiments, when the fault state of the vehicle's steer-by-wire system is determined to be a second fault state, the driving speed limit in the second limit information is determined to be 0, and the driver overtaking limit in the second limit information is determined to be 0.

[0059] It should be understood that, in the embodiments of this application, the specific implementation method for determining the fault state of the vehicle's steer-by-wire system is not limited. In some embodiments, determining the fault state of the vehicle's steer-by-wire system means determining the operational integrity of the current steering control function of the steer-by-wire system; if the operational integrity is insufficient, the fault state of the steer-by-wire system is determined to be a first fault state; if the operational integrity is lost, the fault state of the steer-by-wire system is determined to be a second fault state.

[0060] For example, in one possible implementation, the operational integrity of the current steering control function of the steer-by-wire system refers to determining whether the fault state of the current actuator affects the execution of the main steering control function or the redundant steering control function. If it is determined that the execution of either the main steering control function or the redundant steering control function is affected (including abnormal execution or severely insufficient performance), it can be determined as insufficient integrity. If it is determined that the execution of both functions is affected, resulting in the complete loss or unavailability of the steering control function, it should be determined as a loss of integrity.

[0061] Furthermore, in some embodiments, the first limit information further includes: a fault duration limit; the step of determining the limit information corresponding to the first fault state as the first limit information when the fault state of the vehicle's steer-by-wire system is determined to be a first fault state further includes: obtaining the current fault duration; when the fault state of the vehicle's steer-by-wire system is determined to be a first fault state, and the current fault duration is less than or equal to the fault duration limit, determining the driving speed limit in the first limit information as a first driving speed limit, and determining the driver overtaking frequency limit in the first limit information as a first driver overtaking frequency limit; or,

[0062] If the fault state of the vehicle's steer-by-wire system is determined to be a first fault state, and the duration of the current fault is greater than the fault duration limit, the driving speed limit in the first limit information is determined to be a second driving speed limit, and the driver overtaking limit in the first limit information is determined to be a second driver overtaking limit.

[0063] Wherein, the first driving speed limit is greater than the first driving speed value, which is greater than the second driving speed limit; the first driver overtaking limit is greater than the second driver overtaking limit; the first driving speed value refers to the maximum driving speed at which the driver can safely stop the vehicle in the event of loss of control.

[0064] It is understood that in the vehicle control method provided in this application embodiment, the duration of the fault is introduced as a criterion for judging the limit information, thereby enabling dynamic adjustment of the limit information based on the duration of the fault. When a fault has just occurred or the duration of the fault is short, the steer-by-wire system still has a certain redundancy, thus allowing for higher driving speeds and more overtaking maneuvers by the driver. However, as the duration of the fault increases, considering that the performance of the redundant steer-by-wire system may gradually decline, the driving speed limit and the limit for the number of overtaking maneuvers are reduced. In this way, a more flexible and adaptive control mechanism can be achieved, effectively balancing safety and the rationality of driver operation.

[0065] It should be understood that, in this embodiment of the application, the duration limit of the fault is not limited. In some embodiments, the duration limit of the fault refers to the probability that, when the steer-by-wire system is determined to be in a first fault state, the probability of the first fault state changing into a second fault state within the duration of the fault is less than a probability threshold. For example, in one possible implementation, the duration limit of the fault is set to 60 hours. If the first fault state lasts for more than 60 hours, it indicates that the first fault state has a high probability of evolving into a second fault state.

[0066] In this embodiment of the application, the probability threshold is not limited. The smaller the probability threshold, the higher the safety of the vehicle; the larger the probability threshold, the lower the safety of the vehicle.

[0067] In this embodiment, the first driving speed value is not limited; the driving speed value refers to the maximum driving speed at which the driver can safely stop the vehicle in the event of loss of control. In some embodiments, the driving speed value is 10 kilometers per hour (kph).

[0068] It should be understood that, in this embodiment of the application, the first driving speed limit is not limited. In some embodiments, the first driving speed limit is greater than a first driving speed value. In this embodiment of the application, the second driving speed limit is not limited. In some embodiments, the second driving speed limit is greater than 0 and less than the first driving speed value.

[0069] In this embodiment, the number of times the first driver overtakes is not limited. For example, in one possible implementation, the number of times the first driver overtakes is 4. In this embodiment, the number of times the second driver overtakes is not limited. For example, in one possible implementation, the number of times the second driver overtakes is 2.

[0070] In step 102, the current driving speed of the vehicle is obtained.

[0071] It should be understood that, in this embodiment, the current driving speed is not limited; the current driving speed refers to the actual driving speed of the vehicle at a certain moment, which is usually collected and transmitted in real time by onboard sensors. The current driving speed is used as one of the important bases for determining whether automatic deceleration operation needs to be initiated. Since a malfunction in the steer-by-wire system may cause the vehicle to lose directional control, timely acquisition and monitoring of the current driving speed can provide important support for ensuring the safety of vehicle operation.

[0072] In step 103, if the current driving speed is greater than the driving speed limit, an automatic deceleration request is sent to the vehicle's braking system to reduce the current driving speed to the driving speed limit.

[0073] It should be understood that, in this embodiment, the braking system refers to a control system used for vehicle deceleration or parking, typically consisting of a brake pedal, brake pump, brake pads, brake discs, etc. In this embodiment, when it is determined that the current driving speed has exceeded the driving speed limit, an automatic deceleration request is sent to the braking system, requesting the braking system to perform the corresponding deceleration operation.

[0074] In this embodiment, the automatic deceleration request is not limited. In some embodiments, the automatic deceleration request includes a deceleration limit or a minimum braking torque limit to ensure that the vehicle can reduce its current speed to a safe speed within a reasonable time.

[0075] In some embodiments, upon receiving an automatic deceleration request, the braking system adjusts the braking force according to the request, gradually reducing the vehicle's speed until the driving speed limit is reached. During the process of receiving the automatic deceleration request and adjusting the braking force, the braking system continuously monitors changes in the current driving speed to ensure that the deceleration process performed by the braking system meets expectations, and makes further adjustments as necessary.

[0076] In some embodiments, the limit information further includes: a deceleration limit; sending an automatic deceleration request to the vehicle's braking system to reduce the current driving speed to the driving speed limit includes: sending an automatic deceleration request to the vehicle's braking system to reduce the current driving speed to the driving speed limit using the current deceleration if the vehicle's current deceleration is greater than or equal to the deceleration limit; or to reduce the current driving speed to the driving speed limit using the deceleration limit if the vehicle's current deceleration is less than the deceleration limit.

[0077] It is understood that the vehicle control method provided in this application introduces a deceleration limit. When the current deceleration is greater than or equal to the deceleration limit, the current driving speed is reduced by the current deceleration; conversely, when the current deceleration is less than the deceleration limit, the current driving speed is reduced by the deceleration limit. This ensures that the vehicle can reduce its current driving speed to the driving speed limit within a certain time. This benefits the driver by providing a certain degree of autonomy while ensuring vehicle safety; thus, a more flexible and adaptive control mechanism can be achieved, effectively balancing safety and the rationality of driver operation.

[0078] It should be understood that the deceleration limit is not limited in the embodiments of this application. In some embodiments, the deceleration limit is used to limit the minimum allowable deceleration of the vehicle in the event of a malfunction in the steering-by-wire system. In some embodiments, the deceleration limit refers to the deceleration that reduces the current driving speed to a driving speed limit within a certain period of time, thereby avoiding safety hazards during vehicle operation.

[0079] In some embodiments, the limit information further includes: a deceleration limit; sending an automatic deceleration request to the vehicle's braking system to reduce the current driving speed to the driving speed limit includes: sending an automatic deceleration request to the vehicle's braking system to not respond to the current deceleration if the vehicle's current deceleration is less than the deceleration limit.

[0080] In some embodiments, the deceleration limit is determined based on the vehicle’s current speed and a speed limit.

[0081] In some embodiments, the limit information further includes: a braking torque limit; sending an automatic deceleration request to the vehicle's braking system to reduce the current driving speed to the driving speed limit includes: sending an automatic deceleration request to the vehicle's braking system to reduce the current driving speed to the driving speed limit using the current braking torque when the vehicle's current braking torque is greater than or equal to the braking torque limit; or, to reduce the current driving speed to the driving speed limit using the braking torque limit when the vehicle's current braking torque is less than the braking torque limit.

[0082] In other embodiments, the limit information further includes: a braking torque limit; sending an automatic deceleration request to the vehicle's braking system to reduce the current driving speed to the driving speed limit includes: sending an automatic deceleration request to the vehicle's braking system to not respond to the current braking torque if the vehicle's current braking torque is less than the braking torque limit.

[0083] In some embodiments, the braking torque limit is determined based on the vehicle’s current driving speed and a driving speed limit.

[0084] In some embodiments, the method further includes: when the current driving speed is less than or equal to the driving speed limit, sending a speed limit control request to the vehicle's drive system to control the vehicle's driving speed to be less than or equal to the driving speed limit.

[0085] It is understood that in the vehicle control method provided in this application embodiment, when the current driving speed is less than or equal to the driving speed limit, a speed limit control request is sent to the drive system to control the vehicle's driving speed to be less than or equal to the driving speed limit. In this way, even if the driver attempts to accelerate, the vehicle's driving speed can be limited within a certain range. This avoids the problem of the vehicle exceeding the speed limit again due to driver misoperation or misunderstanding of the current state, thereby ensuring safe vehicle driving while further enhancing the reliability of vehicle control.

[0086] In some embodiments, the limit information further includes: an acceleration limit; the step of sending a speed limit control request to the vehicle's drive system when the current driving speed is less than or equal to the driving speed limit, to control the vehicle's driving speed to be less than or equal to the driving speed limit, includes: sending a speed limit control request to the vehicle's drive system when the current driving speed is less than or equal to the driving speed limit, to accelerate the current driving speed using the current acceleration when the vehicle's current acceleration is less than or equal to the acceleration limit; or, to accelerate the current driving speed using the acceleration limit when the vehicle's current acceleration is greater than the acceleration limit.

[0087] In some embodiments, the limit information further includes: an acceleration limit; the step of sending a speed limit control request to the vehicle's drive system when the current driving speed is less than or equal to the driving speed limit, to control the vehicle's driving speed to be less than or equal to the driving speed limit, includes: sending a speed limit control request to the vehicle's drive system when the current driving speed is less than or equal to the driving speed limit, so as not to respond to the acceleration when the vehicle's current acceleration is greater than the acceleration limit.

[0088] It should be understood that the acceleration limit is not limited in the embodiments of this application. In some embodiments, the acceleration limit is used to limit the maximum allowable acceleration of the vehicle in the event of a malfunction in the steering-by-wire system. In some embodiments, the acceleration limit refers to the acceleration required to increase the current driving speed to a driving speed limit within a certain period of time, thereby avoiding safety hazards during vehicle operation.

[0089] In some embodiments, the acceleration limit is determined based on the vehicle’s current speed and a speed limit.

[0090] In some embodiments, the limit information further includes: a drive torque limit; the step of sending a speed limit control request to the vehicle's drive system when the current driving speed is less than or equal to the driving speed limit, to control the vehicle's driving speed to be less than or equal to the driving speed limit, includes: sending a speed limit control request to the vehicle's drive system when the current driving speed is less than or equal to the driving speed limit, so as to accelerate the current driving speed using the current drive torque when the vehicle's current drive torque is less than or equal to the drive torque limit, or to accelerate the current driving speed using the drive torque limit when the vehicle's current drive torque is greater than the drive torque limit.

[0091] In some embodiments, the limit information further includes: a drive torque limit; the step of sending a speed limit control request to the vehicle's drive system when the current driving speed is less than or equal to the driving speed limit, to control the vehicle's driving speed to be less than or equal to the driving speed limit, includes: sending a speed limit control request to the vehicle's drive system when the current driving speed is less than or equal to the driving speed limit, so as not to respond to the current driving torque when the vehicle's current drive torque is greater than the drive torque limit.

[0092] In some embodiments, the drive torque limit is determined based on the vehicle’s current driving speed and a driving speed limit.

[0093] In step 104, if the current driving speed is reduced and the accelerator pedal opening of the vehicle is detected to be greater than or equal to the opening threshold, it is determined that the driver of the vehicle is overtaking.

[0094] It should be understood that, in the embodiments of this application, when the opening degree of the accelerator pedal of the vehicle is detected to be greater than or equal to the opening degree threshold, it indicates that the driver has pressed the accelerator pedal, that is, it indicates that the driver has the intention to accelerate.

[0095] In this embodiment of the application, the accelerator pedal refers to a device used by the driver to control the acceleration of the vehicle. It is usually located in the driver's cab. By pressing the accelerator pedal, the driver can increase the engine output power or reduce the braking force, thereby accelerating the vehicle.

[0096] It should be understood that, in the embodiments of this application, the opening threshold and the opening degree are not limited. In some embodiments, the opening degree refers to the degree to which the accelerator pedal is depressed, usually expressed as a percentage or angle; the opening threshold is a preset value used to determine whether the driver has performed an effective acceleration operation. When the opening degree of the accelerator pedal reaches or exceeds the opening threshold, it is considered that the driver is attempting to actively intervene in the driving state of the vehicle, that is, driver overtaking has occurred.

[0097] In this embodiment, the accelerator pedal status is continuously monitored during automatic deceleration. If the accelerator pedal opening reaches or exceeds a preset threshold, it is determined that a driver overrun event has occurred. At this point, a decision is made based on the current number of driver overruns and the driver overrun limit to determine whether to respond to the driver's operation. For example, the automatic deceleration request may be stopped and the vehicle allowed to accelerate, or the deceleration operation may continue and the driver's intervention in the system may be ignored.

[0098] In step 105, if the number of times the driver overtakes is less than or equal to the limit for the number of times the driver overtakes, an automatic deceleration stop request is sent to the braking system, and the vehicle is controlled to accelerate.

[0099] It should be understood that, in this embodiment, the number of times the driver overtakes refers to the total number of times the driver actively intervenes in the vehicle's behavior. The driver overtake limit is a pre-set maximum allowed number of times used to limit the frequency of overtaking operations by the driver during speed reduction. If the current number of driver overtakes has not exceeded the driver overtake limit, the driver is allowed to continue overtaking operations; conversely, if the current number of driver overtakes has exceeded the driver overtake limit, further overtaking is prohibited to prevent repeated driver intervention from hindering the effective completion of a safe vehicle transition.

[0100] In some embodiments, if the number of times the driver overtakes exceeds the limit for the number of times the driver overtakes, the driver overtaking operation will not be responded to.

[0101] In some embodiments, the limit information further includes: an acceleration limit; the step of sending an automatic deceleration stop request to the braking system and controlling the vehicle to accelerate when the number of times the driver overtakes is less than or equal to the driver overtake limit further includes: obtaining the current acceleration of the vehicle; and sending an automatic deceleration stop request to the braking system and controlling the vehicle to accelerate at the current acceleration when the number of times the driver overtakes is less than or equal to the driver overtake limit and the current acceleration is less than or equal to the acceleration limit; or,

[0102] If the number of times the driver overtakes is less than or equal to the limit for the number of times the driver overtakes, and the current acceleration is greater than the acceleration limit, an automatic deceleration stop request is sent to the braking system, and the vehicle is controlled to accelerate at the acceleration limit; the acceleration limit is determined based on the current driving speed and the driving speed limit.

[0103] It is understood that in the vehicle control method provided in this application embodiment, an acceleration limit is introduced as another constraint condition for the driver's overdrive operation; and when the current acceleration is less than or equal to the acceleration limit, an automatic deceleration stop request is sent to the braking system, and the vehicle is controlled to accelerate at the current acceleration; and when the current acceleration is greater than the acceleration limit, an automatic deceleration stop request is sent to the braking system, and the vehicle is controlled to accelerate at the acceleration limit, wherein the acceleration limit is determined based on the current driving speed and the driving speed limit. In this way, the driver's overdrive control strategy can be further refined, making the response of the driver's overdrive operation more precise and controllable, and avoiding the problem of the vehicle speed recovering too quickly due to excessive driver intervention, which affects the safe transition of the vehicle, thereby improving the stability and predictability of the vehicle after system failure.

[0104] It is understood that granting the driver a certain degree of autonomy in this embodiment of the application can also help maintain the driver's emotional state. For example, if the vehicle decelerates on its own due to a malfunction in the steer-by-wire system during overtaking, it may cause the driver to become agitated. Granting the driver a certain degree of autonomy can avoid this situation and ensure that the vehicle can safely transition within a certain period of time.

[0105] It should be understood that the acceleration limit is not limited in the embodiments of this application. In some embodiments, the acceleration limit refers to the maximum permissible value set to limit vehicle acceleration when a malfunction of the steer-by-wire system is determined. The acceleration limit can be a fixed value or dynamically adjusted according to the current driving state of the vehicle. For example, when driving on a highway, the acceleration limit may be set to a smaller value to ensure safety; while on low-speed urban roads, it can be appropriately relaxed to improve the driving experience.

[0106] In this application embodiment, the current acceleration is not limited; in some embodiments, the current acceleration refers to the actual acceleration state of the vehicle at a certain moment, which is usually collected in real time by on-board sensors. The current acceleration reflects the current power output of the vehicle and is an important basis for determining whether to perform an acceleration operation.

[0107] It should be understood that in the embodiments of this application, the acceleration limit is not fixed, but is dynamically adjusted according to the difference between the current driving speed and the target speed limit. For example, when the vehicle approaches the target speed limit, the acceleration limit should gradually decrease to prevent speeding; while when the vehicle moves away from the target speed limit, the acceleration limit can be appropriately relaxed to improve driving comfort.

[0108] Furthermore, in some embodiments, the limit information further includes: an acceleration duration limit; the step of sending an automatic deceleration stop request to the braking system and controlling the vehicle to accelerate at the current acceleration when the number of times the driver overtakes is less than or equal to the driver overtake count limit and the current acceleration is less than or equal to the acceleration limit, further includes: obtaining the current acceleration duration of the vehicle; sending an automatic deceleration stop request to the braking system and controlling the vehicle to accelerate at the current acceleration when the number of times the driver overtakes is less than or equal to the driver overtake count limit, the current acceleration is less than or equal to the acceleration limit, and the current acceleration duration is less than or equal to the acceleration duration limit; or,

[0109] The step of sending an automatic deceleration stop request to the braking system and controlling the vehicle to accelerate at the acceleration limit when the number of times the driver overtakes is less than or equal to the driver overtake limit and the current acceleration is greater than the acceleration limit, further includes: obtaining the current acceleration duration of the vehicle; sending an automatic deceleration stop request to the braking system and controlling the vehicle to accelerate at the acceleration limit when the number of times the driver overtakes is less than or equal to the driver overtake limit, the current acceleration is greater than the acceleration limit, and the current acceleration duration is less than or equal to the acceleration duration limit.

[0110] It is understood that the vehicle control method provided in this application also introduces an acceleration duration limit. Only when the current acceleration duration is less than or equal to the acceleration duration limit will an automatic deceleration stop request be sent to the braking system, and the vehicle will be controlled to accelerate. This ensures that the driver's overtaking maneuver is limited not only by the number of overtaking maneuvers and the acceleration, but also by the duration of acceleration. This helps prevent the driver from maintaining the vehicle in a high-acceleration state for an extended period, thus avoiding the risk of failing to guide the vehicle to a safe state in a timely manner. Therefore, it is beneficial to ensure that the vehicle completes a safe transition within a specified time while guaranteeing reasonable driver operation, thereby improving the reliability of the overall control logic.

[0111] It should be understood that the acceleration duration limit is not limited in this embodiment. In some embodiments, the acceleration duration limit refers to the maximum allowable acceleration time during automatic deceleration control. The acceleration duration limit is used to prevent the driver from maintaining an accelerated state for an extended period after requesting automatic deceleration, thereby ensuring that the vehicle can transition to a safe state within a specified time. The acceleration duration limit can be set as a fixed value or dynamically adjusted value according to different fault levels. For example, a longer allowable acceleration duration can be set in the case of minor faults, while the acceleration duration limit can be shortened in the case of severe faults to improve the safety of system response.

[0112] In this embodiment, the current acceleration duration is not limited. In some embodiments, the current acceleration duration refers to the cumulative time the driver has pressed the accelerator pedal. By obtaining the relationship between the current acceleration duration and the acceleration duration limit, it is determined whether the driver is allowed to continue intervening in vehicle control. This avoids the driver accelerating for an extended period, preventing the vehicle from decelerating as expected, thereby ensuring that the vehicle reduces its current speed to the speed limit and enters a safe state within a specified time.

[0113] In some embodiments, if the acceleration duration exceeds the acceleration duration limit, the braking system does not respond to the driver overtaking and continues to reduce the current driving speed to the driving speed limit.

[0114] The following describes an exemplary application of the embodiments of this application in a real-world application scenario.

[0115] The steer-by-wire system decouples the tires and steering wheel, eliminating the mechanical connection between the steering column and the steering wheel. It transmits the driver's steering commands to the wheel steering actuators via electrical connections, significantly saving space in the cockpit and providing strong support for higher-level intelligent driving. Furthermore, to ensure safe operation of steer-by-wire, especially to prevent loss of steering control, the system must employ a redundant design. This ensures that if a single component failure leads to insufficient steering control, a backup design (an example of a redundant steer-by-wire system) can be switched to support continued driver steering control. Simultaneously, since the backup design's operational time is limited, the steer-by-wire system must ensure the vehicle safely transitions to a safe state within a valid timeframe after switching to the backup design. It must also respond appropriately to driver input, ensuring that after a steer-by-wire system failure, subsequent vehicle operation is reasonably limited while preventing automatic actions that could deviate from driver control during vehicle degradation, causing additional injury or driver panic.

[0116] This application proposes a vehicle degradation control method (i.e., an example of a vehicle control method) after a failure of the front wheel steer-by-wire system. To a certain extent, it can improve the risks that may be caused by the single control of speed limit operation after a failure of the steer-by-wire system, and can also avoid the control conflict that may exist between the driver overtaking and the speed limit operation.

[0117] In some embodiments, the vehicle needs to deploy a system degradation management module, i.e. a software module, which is deployed in the vehicle's controller. The function of the software module is to monitor the existing fault status of the actuators to which the steer-by-wire system belongs, and to determine whether the integrity of the current steering control function of the system is affected based on this.

[0118] In some embodiments, when the system degradation management module determines that the current steering control function of the system is not fully operational, it should request vehicle speed limit control, including: requesting maximum speed limit control when the actual vehicle speed does not exceed the target speed limit, otherwise requesting automatic deceleration control.

[0119] In some embodiments, if driver overtaking is detected during automatic deceleration control, it should first be determined whether a preset limit is met. If it is met, the driver can be allowed to overtake and the request for automatic deceleration control should be stopped; otherwise, driver overtaking should be disabled and the request for automatic deceleration control should continue.

[0120] In some embodiments, the maximum speed limit control can be obtained by limiting the maximum acceleration through the difference between the target speed limit and the current actual vehicle speed, or it can be a maximum driving torque limit.

[0121] In some embodiments, the request for automatic deceleration control can be defined as a minimum deceleration limit or a minimum braking torque limit. Stopping automatic deceleration control means canceling the limit.

[0122] In some embodiments, the maximum acceleration limit that allows the driver to override can be obtained by the difference between the target speed limit and the current actual vehicle speed, or it can be a maximum torque limit. Disabling the driver to override can take the above limit as the minimum limit.

[0123] In some embodiments, the operational integrity of the current steering control function of the system refers to determining whether the fault state of the current actuator affects the execution of the main steering control function or the redundant steering control function. If it is determined that the execution of one function is affected (including execution abnormalities or severe performance deficiencies), it is determined to be an integrity deficiency (i.e., the first fault state). If it is determined that the execution of both functions is affected, resulting in the complete loss or unavailability of the steering control function, it is determined to be an integrity loss (i.e., the second fault state).

[0124] In some embodiments, the target speed limit may depend on the current integrity result of the steering control function of the steer-by-wire system and the result determination time (i.e., the relationship between the current fault duration and the fault duration limit), including: if the current steering control function is determined to be incomplete, the target speed limit should be defined as 0, i.e., the vehicle is stationary. If the current steering control function is determined to be incomplete but the result determination time exceeds the limit, the target speed limit should be defined as threshold 1. Otherwise, the target speed limit should be defined as threshold 3; wherein, 0 < target speed limit threshold 1 <= 10 kph < target speed limit threshold 3.

[0125] In some embodiments, the preset restrictions on driver overtaking include at least a limit on the number of overtaking maneuvers (i.e., a limit on the number of driver overtaking maneuvers) and a limit on the duration of a single overtaking maneuver (i.e., a limit on acceleration duration). The method includes: if it is determined that the number of overtaking maneuvers has not exceeded the limit and the accelerator pedal is not depressed, then the driver is allowed to overtake and continues to request automatic deceleration control. If it is determined that the number of overtaking maneuvers has not exceeded the limit and the accelerator pedal is depressed but the current pedal depression duration time has not exceeded the limit, then the driver is allowed to overtake and automatic deceleration control is disabled. If it is determined that the number of overtaking maneuvers has not exceeded the limit and the accelerator pedal is depressed but the current pedal depression duration time has exceeded the limit, then the driver's overtaking is disabled and automatic deceleration control continues to be requested. If it is determined that the number of overtaking maneuvers has exceeded the limit, then the driver's overtaking is disabled and automatic deceleration control continues to be requested.

[0126] In some embodiments, the number of times the driver overtakes may also depend on the current integrity result of the steering control function of the steer-by-wire system (i.e., the fault state); wherein, if it is determined that the current steering control function is incomplete, the number of times the driver overtakes should be defined as 0, i.e., overtaking is prohibited.

[0127] It is understood that in this embodiment of the application, it is desirable to perform a downgrade restriction operation on the integrity evaluation of the current steering control function operation of the steer-by-wire system through the system downgrade management module, so as to avoid direct control of the vehicle in the event of a fault, which would affect the driver's operation and ensure that the steer-by-wire system can effectively and smoothly transition to a safe state; it is also desirable to restrict the driver's override operation through the system downgrade management module, so as to avoid the downgrade restriction from negatively interfering with the driver's operation, and at the same time prevent the driver from permanently executing override control, ensuring that the system can effectively transition to a safe state.

[0128] In some embodiments, Figure 2 A schematic diagram of the implementation process of a vehicle control method provided in this application embodiment. Figure Two ,like Figure 2 As shown, the method includes the following steps 201 to 209:

[0129] Step 201: The system degradation management module monitors the fault status of the actuators belonging to the steer-by-wire system and determines the integrity of the current steering control function.

[0130] The steer-by-wire system includes a steering wheel actuator (SWA) and its redundant actuators, and a road wheel actuator (RWA) and its redundant actuators.

[0131] The integrity of the current steering control function of the steer-by-wire system mainly refers to whether a current fault will affect the execution of the main steering control function or the redundant steering control function. If it is determined that the execution of one of these functions is affected (including abnormal execution or severe performance deficiency), it can be judged as insufficient integrity. If it is determined that the execution of both functions is affected, resulting in the complete loss or unavailability of the steering control function, it should be judged as a loss of integrity.

[0132] The main steering control function or the redundant steering control function is usually deployed in the actuator and the redundant actuator respectively. They cannot be deployed in the same actuator or in two actuators that do not have independence requirements.

[0133] Step 202: If the system degradation management module determines that the integrity of the steer-by-wire system is insufficient, it requests vehicle speed limit control.

[0134] Step 203: If the system degradation management module determines that the actual vehicle speed (i.e., the current driving speed) does not exceed the target speed limit (i.e., the driving speed limit), it requests maximum speed limit control.

[0135] The target speed limit depends on the current integrity of the steering control function of the steer-by-wire system (i.e., the fault state) and the result determination time (i.e., the fault duration). If it is determined that the current steering control function is lost, the target speed limit should be defined as 0, i.e., the vehicle is stationary.

[0136] Among them, the maximum speed limit control can be the maximum acceleration limit (i.e., acceleration limit value) obtained by the difference between the target speed limit and the current actual vehicle speed, or it can be the maximum driving torque limit (i.e., driving torque limit value).

[0137] Step 204: The braking / drive system responds to the maximum speed limit control requirement.

[0138] Among them, the braking system / drive system responds to the maximum speed limit control requirements, including: the driving force of the vehicle executed by the drive system is limited by the maximum acceleration limit or the maximum driving torque, while the braking force of the vehicle executed by the braking system is not limited or constrained.

[0139] Step 205: If the system degradation management module determines that the actual vehicle speed exceeds the target speed limit, it requests automatic deceleration control (i.e., automatic speed reduction request).

[0140] Step 206: If the system degradation management module determines that the override preset limit has not been reached, it allows the driver to override. It also stops requesting automatic deceleration control (i.e., stops the automatic deceleration stop request) when the vehicle exhibits driver override behavior.

[0141] If the system degradation management module determines that the current steer-by-wire system has not yet reached the override preset limit, it allows the driver to override. If it determines that the driver is overriding, it stops requesting automatic deceleration control.

[0142] Automatic deceleration control can be defined as either a minimum deceleration limit (i.e., deceleration limit value) or a minimum braking torque limit (i.e., braking torque limit value). Stopping automatic deceleration control means canceling the limit.

[0143] Driver overtaking refers to the driver interrupting automatic deceleration or even increasing vehicle speed by pressing the accelerator pedal during automatic deceleration. Allowing driver overtaking can be achieved through a maximum acceleration limit derived from the difference between the target speed limit and the current actual vehicle speed, or it can be a maximum torque limit. Disabling driver overtaking involves setting these limits to their minimum values.

[0144] Step 207: When the drive system detects the driver's overtaking action, it can directly respond to the driver's overtaking; the braking system stops automatically decelerating.

[0145] If the drive system detects an override by the driver, the vehicle's driving force will be constrained by either the maximum acceleration limit or the maximum drive torque limit. Simultaneously, the monitoring module stops requesting automatic deceleration control due to the detected override, and the braking force applied by the braking system is no longer subject to the limitations and constraints of the automatic deceleration request.

[0146] Step 208: If the system degradation management module determines that the overrun preset limit has been reached (i.e., the number of times the driver overruns exceeds the limit), then the driver is prohibited from overrunning and continues to request automatic deceleration control.

[0147] Step 209: The drive system does not respond when it detects the driver overtaking maneuver; the braking system responds as required and automatically decelerates.

[0148] If the drive system detects driver override, the vehicle driving force it applies will be unable to respond due to the maximum acceleration limit or maximum drive torque limit (which is limited to the minimum limit due to the disabling of override). The vehicle braking force applied by the braking system is constrained by the minimum deceleration limit or minimum braking torque limit.

[0149] In some embodiments, the preset restrictions on driver overtaking include at least a limit on the number of times a driver can overtake, and a limit on the duration of each overtaking maneuver. Further, in some embodiments, Figure 3 This application provides a schematic diagram of the implementation process of step 205; as shown in the embodiment. Figure 3 As shown, step 205 can be achieved through the following steps 301 to 304:

[0150] Step 301: If the number of times the driver overtakes has not exceeded the limit and the accelerator pedal has not been pressed (i.e. the accelerator pedal opening is less than the opening threshold), the driver is allowed to overtake and continues to request automatic deceleration control.

[0151] Step 302: If the number of times the driver overtakes has not exceeded the limit and the accelerator pedal is pressed but the timer for this pedal press (i.e., the accelerator pedal opening is greater than or equal to the opening threshold) does not exceed the limit (i.e., the current acceleration duration is less than or equal to the acceleration duration limit), then the driver is allowed to overtake and the request for automatic deceleration control is stopped.

[0152] Step 303: If the number of times the driver overtakes has not exceeded the limit and the accelerator pedal is pressed but the current pedal press duration has exceeded the limit (i.e. the current acceleration duration is greater than the acceleration duration limit), then the driver is prohibited from overtaking and continues to request automatic deceleration control.

[0153] Step 304: If the number of times the driver overtakes exceeds the limit (i.e., the number of times the driver overtakes exceeds the limit), then the driver is prohibited from overtaking and continues to request automatic deceleration control.

[0154] In some embodiments, the target speed limit and the number of times the driver overtakes can be determined based on the current operational integrity of the system's steering control function. Further, in some embodiments, Figure 4 This application provides a schematic diagram of the implementation process of step 201, as shown in the embodiment. Figure 4 As shown, step 201 can be achieved through the following steps 401 to 403:

[0155] Step 401: If integrity is lost (i.e., the second fault state), the target speed limit should be 0, and the number of times the driver overtravels should be 0.

[0156] Among these, the current steering control function is lost in its integrity, meaning that steering control is completely lost or completely unavailable; the target speed limit is set to 0, meaning the vehicle is stationary; and the number of times the driver can overtake is set to 0, meaning that the driver is prohibited from overtaking.

[0157] Step 402: If the integrity is insufficient (i.e., the first fault state) and the duration of the judgment result exceeds the limit, the target speed limit is set to threshold 1 (i.e. the second driving speed limit), and the number of times the driver overtakes is set to threshold 2 (i.e. the second driver overtaking limit).

[0158] If the current steering control function is not fully operational (i.e., the first fault state) and the duration of the judgment result exceeds the limit (i.e., the current fault duration is longer than the fault duration limit), the target speed limit is set to threshold 1 (i.e., the second driving speed limit), and the number of times the driver overtakes is set to threshold 2 (i.e., the second driver overtaking limit).

[0159] Step 403: If the completeness is insufficient and the duration of the judgment result does not exceed the limit, the target speed limit is set to threshold 3 (i.e., the first driving speed limit), and the number of times the driver exceeds the limit is set to threshold 4 (i.e., the second driving speed limit).

[0160] If the current steering control function is not fully operational (i.e., the first fault state) but the duration of the judgment result does not exceed the limit (i.e., the current fault duration is less than or equal to the fault duration limit), the target speed limit is set to threshold 3 (i.e., the first driving speed limit), and the number of times the driver overtakes is set to threshold 4 (i.e., the first driver overtaking limit).

[0161] Among them, 0 < target speed limit threshold 1 <= 10 kph (i.e., an example of the first driving speed value) < target speed limit threshold 3. Driver overtaking frequency threshold 2 and driver overtaking frequency threshold 4 are not 0.

[0162] In some embodiments, Figure 5 A schematic diagram of the structure of a vehicle control device provided in this application embodiment. Figure One ,like Figure 5 As shown, the vehicle control device includes: a steer-by-wire system 501, a drive system 502, a braking system 503, and other vehicle systems 504 (optionally).

[0163] The steer-by-wire system 501 includes a steering wheel actuator 5011 (SWA) and its redundant actuator 5012, and a wheel actuator 5013 (RWA) and its redundant actuator 5014.

[0164] Wherein, drive system 502 refers to a control system for providing driving force; braking system 503 refers to a control system for vehicle deceleration or parking; steering wheel actuator 5011 refers to a control system for obtaining the driver's steering needs through the steering wheel; wheel actuator 5012 refers to a control system for responding to the driver's steering needs; redundant actuator 5012 of steering wheel actuator 5011 can be one or more actuators capable of performing the same function; redundant actuator 5014 of wheel actuator 5013 can be one or more actuators capable of performing the same function.

[0165] In some embodiments, the redundant actuator of the steering wheel actuator can be one or more actuators capable of performing the same functions as the steering wheel actuator. Similarly, the redundant actuator of the wheel actuator can be one or more actuators capable of performing the same functions as the wheel actuator. The steering control function execution or redundant steering control function execution is typically deployed separately in the actuator and redundant actuator; it cannot be deployed in the same actuator, nor in two actuators that do not require independence. The aforementioned system degradation management module can be deployed in the steering-by-wire system, drive system, or braking system, or in other vehicle systems, depending on the vehicle's electronic architecture and communication connectivity.

[0166] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application and are not intended to limit it. Although this application has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of this application without departing from the spirit and scope of the technical solutions of this application, and all such modifications or substitutions should be covered within the protection scope of this application.

[0167] It should be noted that although the steps of the method in this application are described in a specific order in the accompanying drawings, this does not require or imply that these steps must be performed in that specific order, or that all the steps shown must be performed to achieve the desired result. Additional or alternative steps may be omitted, multiple steps may be combined into one step, and / or one step may be broken down into multiple steps; or steps from different embodiments may be combined into a new technical solution. Based on the foregoing embodiments, this application provides an apparatus comprising the included modules and the units included in each module, which can be implemented by a processor; of course, it can also be implemented by specific logic circuits; in implementation, the processor can be an AI acceleration engine (such as an NPU), a graphics processing unit (GPU), a central processing unit (CPU), a microprocessor (MPU), a digital signal processor (DSP), or a field-programmable gate array (FPGA), etc.

[0168] Figure 6 A schematic diagram of the structure of a vehicle control device provided in this application embodiment. Figure Two ,like Figure 6 As shown, the vehicle control device 60 includes: a first determining module 601, an acquiring module 602, a first sending module 603, a second determining module 604, and a second sending module 605; wherein,

[0169] The first determining module 601 is configured to determine limit information corresponding to the fault state when the fault state of the vehicle's steer-by-wire system is determined; the limit information includes: a driving speed limit and a limit on the number of times the driver overtakes.

[0170] The acquisition module 602 is configured to acquire the current driving speed of the vehicle;

[0171] The first sending module 603 is configured to send an automatic deceleration request to the vehicle's braking system when the current driving speed is greater than the driving speed limit, so as to reduce the current driving speed to the driving speed limit.

[0172] The second determining module 604 is configured to determine that the driver of the vehicle is overriding when the vehicle's driving speed is reduced and the opening degree of the accelerator pedal of the vehicle is detected to be greater than or equal to the opening degree threshold.

[0173] The second sending module 605 is configured to send an automatic deceleration and stop request to the braking system and control the vehicle to accelerate when the number of times the driver overtakes is less than or equal to the limit of the number of times the driver overtakes.

[0174] In some embodiments, the limit information further includes: an acceleration limit; the second sending module 605 is further configured to acquire the current acceleration of the vehicle; if the number of times the driver overtakes is less than or equal to the driver overtake limit, and the current acceleration is less than or equal to the acceleration limit, send an automatic deceleration stop request to the braking system and control the vehicle to accelerate at the current acceleration; or, if the number of times the driver overtakes is less than or equal to the driver overtake limit, and the current acceleration is greater than the acceleration limit, send an automatic deceleration stop request to the braking system and control the vehicle to accelerate at the acceleration limit; the acceleration limit is determined based on the current driving speed and the driving speed limit.

[0175] In some embodiments, the limit information further includes: an acceleration duration limit; the second sending module 605 is further configured to acquire the current acceleration duration of the vehicle; and, when the number of times the driver overtakes is less than or equal to the driver overtake count limit, and the current acceleration is less than or equal to the acceleration limit, and the current acceleration duration is less than or equal to the acceleration duration limit, send an automatic deceleration stop request to the braking system and control the vehicle to accelerate at the current acceleration; or, the step of sending an automatic deceleration stop request to the braking system and controlling the vehicle to accelerate at the acceleration limit when the number of times the driver overtakes is less than or equal to the driver overtake count limit, and the current acceleration is greater than the acceleration limit, further includes: acquiring the current acceleration duration of the vehicle; and, when the number of times the driver overtakes is less than or equal to the driver overtake count limit, and the current acceleration is greater than the acceleration limit, and the current acceleration duration is less than or equal to the acceleration duration limit, send an automatic deceleration stop request to the braking system and control the vehicle to accelerate at the acceleration limit.

[0176] In some embodiments, the first determining module 601 is configured to, when determining that the fault state of the vehicle's steer-by-wire system is a first fault state, determine the limit information corresponding to the first fault state as first limit information; the first fault state is a fault in the main steer-by-wire system or a fault in the redundant steer-by-wire system of the steer-by-wire system; or, when determining that the fault state of the vehicle's steer-by-wire system is a second fault state, determine the limit information corresponding to the second fault state as second limit information; the second fault state is a fault in both the main steer-by-wire system and the redundant steer-by-wire system of the steer-by-wire system; the driving speed limit in the first limit information is greater than the driving speed limit in the second limit information; the driver overtaking limit in the first limit information is greater than the driver overtaking limit in the second limit information.

[0177] In some embodiments, the first limit information further includes: a fault duration limit; the first determining module 601 is further configured to acquire the current fault duration; when the fault state of the vehicle's steer-by-wire system is determined to be a first fault state, and the current fault duration is less than or equal to the fault duration limit, the driving speed limit in the first limit information is determined to be a first driving speed limit, and the driver overtaking frequency limit in the first limit information is determined to be a first driver overtaking frequency limit; or, when the fault state of the vehicle's steer-by-wire system is determined to be a first fault state, and the current fault duration is greater than the fault duration limit, the driving speed limit in the first limit information is determined to be a second driving speed limit, and the driver overtaking frequency limit in the first limit information is determined to be a second driver overtaking frequency limit; the first driving speed limit is greater than the second driving speed limit; the first driver overtaking frequency limit is greater than the second driver overtaking frequency limit; the first driving speed value refers to the maximum driving speed value at which the driver can safely stop the vehicle when the vehicle is out of control.

[0178] In some embodiments, the limit information further includes: a deceleration limit; a first sending module 603, configured to send an automatic deceleration request to the braking system of the vehicle, so as to reduce the current driving speed to the driving speed limit by means of the current deceleration if the current deceleration of the vehicle is greater than or equal to the deceleration limit; or, so as to reduce the current driving speed to the driving speed limit by means of the deceleration limit if the current deceleration of the vehicle is less than the deceleration limit.

[0179] In some embodiments, the vehicle control device 60 further includes a third sending module; the third sending module is configured to send a speed limit control request to the vehicle's drive system when the current driving speed is less than or equal to the driving speed limit, so as to control the vehicle's driving speed to be less than or equal to the driving speed limit.

[0180] The descriptions of the above device embodiments are similar to those of the above method embodiments, and have similar beneficial effects. For technical details not disclosed in the device embodiments of this application, please refer to the descriptions of the method embodiments of this application for understanding.

[0181] It should be noted that the module division in the embodiments of this application is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods. Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, exist as separate physical units, or have two or more units integrated into one unit. The integrated units can be implemented in hardware, as software functional units, or a combination of software and hardware.

[0182] It should be noted that, in the embodiments of this application, if the above-described methods 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 the embodiments of this application, 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 the 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 USB flash drives, portable hard drives, read-only memory (ROM), magnetic disks, or optical disks. Thus, the embodiments of this application are not limited to any specific hardware and software combination.

[0183] This application provides a vehicle, Figure 7 This is a structural schematic diagram of the vehicle provided in the embodiments of this application, such as... Figure 7 As shown, the vehicle 70 includes a memory 701 and a processor 702. The memory 701 stores a computer program that can run on the processor 702. When the processor 702 executes the program, it implements the steps in the method provided in the above embodiments.

[0184] It should be noted that the memory 701 is configured to store instructions and applications executable by the processor 702, and can also cache data to be processed or already processed in the processor 702 and various modules in the vehicle 70 (e.g., image data, audio data, voice communication data and video communication data), which can be implemented by flash memory or random access memory (RAM).

[0185] This application provides a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the steps of the method provided in the above embodiments.

[0186] This application provides a computer program product containing instructions that, when run on a computer, cause the computer to perform the steps in the method provided in the above-described method embodiments.

[0187] It should be noted that the descriptions of the storage medium and vehicle embodiments above are similar to the descriptions of the method embodiments above, and have similar beneficial effects. For technical details not disclosed in the storage medium and vehicle embodiments of this application, please refer to the descriptions of the method embodiments of this application for understanding.

[0188] It should be understood that the phrases "one embodiment," "an embodiment," or "some embodiments" mentioned throughout the specification mean that a specific feature, structure, or characteristic related to an embodiment is included in at least one embodiment of this application. Therefore, "in one embodiment," "in one embodiment," or "in some embodiments" appearing throughout the specification do 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-described processes do not imply a sequential order of execution; the execution order of each 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-described embodiments are merely for descriptive purposes and do not represent the superiority or inferiority of the embodiments. The descriptions of the various embodiments above tend to emphasize the differences between the various embodiments; their similarities or commonalities can be referred to mutually, and for the sake of brevity, they will not be repeated here.

[0189] In this article, the term "and / or" is merely a description of the relationship between related objects, indicating that there can be three kinds of relationships. For example, object A and / or object B can represent three situations: object A exists alone, object A and object B exist simultaneously, and object B exists alone.

[0190] 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.

[0191] In the several embodiments provided in this application, it should be understood that the disclosed vehicles and methods can be implemented in other ways. The embodiments described above are merely illustrative. For example, the division of modules is only a logical functional division, and in actual implementation, there may be other division methods, such as: multiple modules 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 vehicles or modules can be electrical, mechanical, or other forms.

[0192] The modules described above as separate components may or may not be physically separate. The components shown as modules may or may not be physical modules. They may be located in one place or distributed across multiple network units. Some or all of the modules may be selected to achieve the purpose of this embodiment according to actual needs.

[0193] In addition, each functional module in the various embodiments of this application can be integrated into one processing unit, or each module can be a separate unit, or two or more modules can be integrated into one unit; the integrated modules can be implemented in hardware or in the form of hardware plus software functional units.

[0194] 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.

[0195] 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 solutions of the embodiments of this application, or the parts that contribute 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 the 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.

[0196] The methods disclosed in the several method embodiments provided in this application can be arbitrarily combined without conflict to obtain new method embodiments.

[0197] The features disclosed in the several product embodiments provided in this application can be arbitrarily combined without conflict to obtain new product embodiments.

[0198] The features disclosed in the several methods or vehicle embodiments provided in this application can be arbitrarily combined without conflict to obtain new method embodiments or vehicle embodiments.

[0199] 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: When a fault condition is determined in the vehicle's steer-by-wire system, limit information corresponding to the fault condition is determined; the limit information includes: driving speed limit and driver overtaking limit. Obtain the current driving speed of the vehicle; If the current driving speed is greater than the driving speed limit, an automatic deceleration request is sent to the vehicle's braking system to reduce the current driving speed to the driving speed limit. If, during the process of reducing the current driving speed, the opening degree of the accelerator pedal of the vehicle is detected to be greater than or equal to the opening degree threshold, it is determined that the driver of the vehicle is overriding. If the number of times the driver overshoots is less than or equal to the limit for the number of times the driver overshoots, an automatic deceleration and stop request is sent to the braking system, and the vehicle is controlled to accelerate.

2. The vehicle control method according to claim 1, characterized in that, The limit information also includes: an acceleration limit; the step of sending an automatic deceleration and stop request to the braking system and controlling the vehicle to accelerate when the number of times the driver overtakes is less than or equal to the driver overtake limit also includes: Obtain the current acceleration of the vehicle; If the number of times the driver overtakes is less than or equal to the driver overtake limit, and the current acceleration is less than or equal to the acceleration limit, an automatic deceleration stop request is sent to the braking system, and the vehicle is controlled to accelerate at the current acceleration; or, If the number of times the driver overtakes is less than or equal to the limit for the number of times the driver overtakes, and the current acceleration is greater than the acceleration limit, an automatic deceleration stop request is sent to the braking system, and the vehicle is controlled to accelerate at the acceleration limit; the acceleration limit is determined based on the current driving speed and the driving speed limit.

3. The method according to claim 1, characterized in that, The limit information also includes: an acceleration duration limit; the step of sending an automatic deceleration stop request to the braking system and controlling the vehicle to accelerate at the current acceleration when the number of times the driver overtakes is less than or equal to the driver overtake limit and the current acceleration is less than or equal to the acceleration limit, further includes: Obtain the current acceleration time of the vehicle; If the number of times the driver overtakes is less than or equal to the limit for the number of times the driver overtakes, and the current acceleration is less than or equal to the acceleration limit, and the current acceleration duration is less than or equal to the acceleration duration limit, an automatic deceleration stop request is sent to the braking system, and the vehicle is controlled to accelerate at the current acceleration; or, The step of sending an automatic deceleration and stop request to the braking system and controlling the vehicle to accelerate at the acceleration limit when the number of times the driver overtakes is less than or equal to the driver overtake limit and the current acceleration is greater than the acceleration limit, further includes: Obtain the current acceleration time of the vehicle; If the number of times the driver overtakes is less than or equal to the limit for the number of times the driver overtakes, and the current acceleration is greater than the acceleration limit, and the current acceleration duration is less than or equal to the acceleration duration limit, an automatic deceleration stop request is sent to the braking system, and the vehicle is controlled to accelerate at the acceleration limit.

4. The vehicle control method according to any one of claims 1 to 3, characterized in that, The step of determining the limit information corresponding to the fault state when the steer-by-wire system of the vehicle is determined includes: If the fault state of the vehicle's steer-by-wire system is determined to be a first fault state, then the limit information corresponding to the first fault state is determined as the first limit information; the first fault state is a fault in the main steer-by-wire system or a fault in the redundant steer-by-wire system; or... If the fault state of the vehicle's steer-by-wire system is determined to be a second fault state, then the limit information corresponding to the second fault state is determined to be the second limit information; the second fault state is that both the main steer-by-wire system and the redundant steer-by-wire system in the steer-by-wire system are faulty. The driving speed limit in the first limit information is greater than the driving speed limit in the second limit information; the limit for the number of times a driver oversteps the limit in the first limit information is greater than the limit for the number of times a driver oversteps the limit in the second limit information.

5. The method according to claim 4, characterized in that, The first limit information also includes: a fault duration limit; the step of determining the limit information corresponding to the first fault state as the first limit information when the fault state of the vehicle's steer-by-wire system is determined to be a first fault state further includes: Get the duration of the current fault; If the steer-by-wire system of the vehicle is determined to be in a first fault state, and the duration of the current fault is less than or equal to the fault duration limit, then the driving speed limit in the first limit information is determined to be the first driving speed limit, and the driver overtaking limit in the first limit information is determined to be the first driver overtaking limit; or, If the fault state of the vehicle's steer-by-wire system is determined to be a first fault state, and the duration of the current fault is greater than the fault duration limit, the driving speed limit in the first limit information is determined to be a second driving speed limit, and the driver overtaking limit in the first limit information is determined to be a second driver overtaking limit. The first driving speed limit is greater than the first driving speed value, which is greater than the second driving speed limit; the first driver overtaking limit is greater than the second driver overtaking limit; the first driving speed value refers to the maximum driving speed at which the driver can safely stop the vehicle in the event of loss of control.

6. The vehicle control method according to any one of claims 1 to 3, characterized in that, The limit information further includes: a deceleration limit; sending an automatic deceleration request to the vehicle's braking system to reduce the current driving speed to the driving speed limit includes: An automatic deceleration request is sent to the vehicle's braking system to reduce the current driving speed to the driving speed limit if the vehicle's current deceleration is greater than or equal to a deceleration limit; or, if the vehicle's current deceleration is less than a deceleration limit, to reduce the current driving speed to the driving speed limit.

7. The vehicle control method according to any one of claims 1 to 3, characterized in that, The method further includes: If the current driving speed is less than or equal to the driving speed limit, a speed limit control request is sent to the vehicle's drive system to control the vehicle's driving speed to be less than or equal to the driving speed limit.

8. A vehicle control device, characterized in that, The device includes: The first determining module is configured to determine the limit information corresponding to the fault state when the fault state of the vehicle's steer-by-wire system is determined; the limit information includes: a driving speed limit and a limit on the number of times the driver overtakes. The acquisition module is configured to acquire the current driving speed of the vehicle; The first sending module is configured to send an automatic deceleration request to the vehicle's braking system when the current driving speed is greater than the driving speed limit, so as to reduce the current driving speed to the driving speed limit. The second determining module is configured to determine that the driver of the vehicle is overriding when the vehicle's driving speed is reduced and the opening degree of the accelerator pedal of the vehicle is detected to be greater than or equal to the opening degree threshold. The second sending module is configured to send an automatic deceleration and stop request to the braking system and control the vehicle to accelerate when the number of times the driver overtakes is less than or equal to the limit of the number of times the driver overtakes.

9. A vehicle comprising a memory and a processor, the memory storing a computer program executable on the processor, characterized in that, When the processor executes the program, it implements the method according to any one of claims 1 to 7.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the method described in any one of claims 1 to 7.

Images