Steering-braking two-way cooperative redundancy control method and device for intelligent driving

Abstract

The invention provides a steering-braking two-way cooperative redundancy control method and device for intelligent driving, and relates to the technical field of intelligent driving, and the method comprises the steps: obtaining mode switching control information for redundancy control; based on the mode switching control information, a mode switching instruction is generated through a finite-state machine, and modes comprise an independent control mode, a collaborative redundancy mode, a fault degradation mode and an emergency stop mode; and executing mode switching according to the mode switching instruction. Therefore, the risk that the whole vehicle is out of control due to single-point failure can be eliminated, the utilization rate of redundant resources is improved, and the requirements of high-order automatic driving for real-time performance and functional safety are met.

Description

Technical Field

[0001] This application relates to the field of intelligent driving technology, and more specifically, to a steering-braking bidirectional cooperative redundancy control method and apparatus for intelligent driving. Background Technology

[0002] In the field of intelligent driving control, redundancy design is the cornerstone of intelligent driving, especially Level 3 and above autonomous driving systems. Its main purpose is to eliminate single points of failure. That is, if any single component (hardware or software) within the system fails, one or more backup components must be able to immediately intervene to maintain the system's basic safety functions, thereby bringing the vehicle to a safe "minimum risk state." Currently, the field of intelligent driving control often adopts subsystem redundancy design, that is, adding hardware redundancy within a single steering or braking system.

[0003] However, the redundancy design of subsystems has some problems. For example, when the steering system fails, the braking system cannot provide assisted steering through differential braking. Similarly, when the braking system fails, the steering system cannot provide speed control takeover. This system isolation means that single-point failure problems still exist, which cannot meet the system-level fault tolerance requirements of L4 / L5 autonomous driving.

[0004] Therefore, there is an urgent need for a solution that can effectively improve the system-level fault tolerance of intelligent driving. Summary of the Invention

[0005] This application provides a steering-braking bidirectional cooperative redundancy control method, an intelligent vehicle, and a storage medium for intelligent driving, to at least address the technical problem of low system-level fault tolerance in intelligent driving.

[0006] According to a first aspect of the embodiments of this application, a steering-braking bidirectional cooperative redundancy control method for intelligent driving is provided. The method is applied to a vehicle equipped with a dual-redundant electric power steering (EPS) unit or a dual-redundant rack-electric power steering (REPS) unit. The vehicle's steering system supports dual-mode control of torque and angle, and has fault isolation and self-diagnostic functions. The vehicle's braking system includes an electro-hydraulic braking (EHB) four-wheel independent control system or an electro-mechanical braking (EMB) four-wheel independent control system, supports differential braking force distribution, and has temperature and pressure monitoring capabilities. The method includes: Obtain mode switching control information for redundancy control; Based on the mode switching control information, a mode switching instruction is generated through a finite state machine, wherein the modes include independent control mode, cooperative redundancy mode, fault degradation mode and emergency stop mode. The mode switch is executed according to the mode switch instruction.

[0007] Optionally, the mode switching control information includes: Current mode information, steering system health indicators, braking system health indicators, and whether there are any uncontrollable events or safety triggering conditions.

[0008] Optionally, the step of generating mode switching instructions via a finite state machine based on the mode switching control information includes: When the current mode is independent control mode, if the steering system health index indicates torque decay or the braking system health index partially deteriorates, a command to switch from independent control mode to cooperative redundancy mode is generated through a finite state machine. When the current mode is the cooperative redundancy mode, when the health indicators of the steering system and the braking system enter the set normal threshold range and the error converges, the finite state machine generates an instruction to switch from the cooperative redundancy mode to the independent control mode. When the current mode is either cooperative redundancy mode or independent control mode, if any of the health indicators of the steering system and the braking system degrades to 0, a finite state machine is used to generate an instruction to switch from the current mode to the fault degradation mode. If an uncontrollable event or safety trigger condition is determined to exist, an instruction to switch from the current mode to the emergency stop mode is generated through a finite state machine.

[0009] Optionally, in independent control mode, system control is performed using a weighted optimal control allocation algorithm.

[0010] Optionally, the cooperative redundancy mode includes: The first control mode and the second control mode are provided, wherein the trigger condition for the first control mode is that the decrease in braking force exceeds a set threshold. The control methods of the first control mode include: Calculate the drag-increasing yaw moment based on the braking capacity decay rate and the driving speed; Based on the aforementioned drag-increasing yaw moment, dynamic drag compensation is achieved through the steering system; Optionally, the trigger condition for the second control mode is the detection of motor torque attenuation; The control methods of the second control mode include: Calculate the differential braking torque; The differential braking torque is distributed to the left and right wheels to compensate for yaw moment.

[0011] Optionally, performing mode switching according to the mode switching instruction includes: The mode switch is performed using a smooth transition function according to the mode switch instruction.

[0012] According to a second aspect of the embodiments of this application, a steering-braking bidirectional cooperative redundancy control device for intelligent driving is also provided. The device is applied to a vehicle equipped with a dual-redundant EPS unit or a dual-redundant REPS unit. The vehicle's steering actuation system supports torque and angle dual-mode control and has fault isolation and self-diagnosis functions. The vehicle's braking actuation system includes an EHB four-wheel independent control system or an EMB four-wheel independent control system, supports differential braking force distribution, and has temperature monitoring and pressure monitoring. The device is used to execute the method provided in the embodiments of this application. The device includes: The acquisition module is used to acquire mode switching control information for redundancy control; The generation module is used to generate mode switching instructions through a finite state machine based on the mode switching control information, wherein the modes include independent control mode, cooperative redundancy mode, fault degradation mode and emergency stop mode. The switching module is used to perform mode switching according to the mode switching instruction.

[0013] According to a third aspect provided in the embodiments of this application, an intelligent vehicle is also provided, the intelligent vehicle comprising: processor; A memory storing computer-readable instructions, which, when executed by the processor, implement the method provided in the embodiments of this application.

[0014] According to a fourth aspect provided in the embodiments of this application, a computer-readable storage medium is also provided, wherein program code is stored in the computer-readable storage medium, and the program code can be called by a processor to execute the method provided in the embodiments of this application.

[0015] In this embodiment, mode switching instructions are generated via a finite state machine based on mode switching control information, and mode switching is performed according to the instructions. The modes include independent control mode, cooperative redundancy mode, fault degradation mode, and emergency stop mode. This eliminates the risk of vehicle loss of control due to single-point failure, improves the utilization rate of redundant resources, and meets the real-time and functional safety requirements of high-level autonomous driving. Attached Figure Description

[0016] Figure 1 This is a schematic flowchart of a steering-braking bidirectional cooperative redundancy control method for intelligent driving provided in an embodiment of this application; Figure 2 This is a schematic diagram of the control and feedback process of a steering-braking bidirectional cooperative redundancy control method for intelligent driving provided in an embodiment of this application; Figure 3 This is a schematic diagram of the result of a steering-braking bidirectional cooperative redundancy control device for intelligent driving provided in an embodiment of this application; Figure 4 This is a schematic diagram of an intelligent vehicle structure provided in an embodiment of this application. Detailed Implementation

[0017] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0018] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0019] According to an embodiment of this application, a method embodiment of a steering-braking bidirectional cooperative redundancy control method for intelligent driving is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0020] This application provides a steering-braking bidirectional cooperative redundancy control method, an intelligent vehicle, and a storage medium for intelligent driving, to at least address the technical problem of low system-level fault tolerance in intelligent driving.

[0021] According to a first aspect of the embodiments of this application, a steering-braking bidirectional cooperative redundancy control method for intelligent driving is provided. The method is applied to a vehicle equipped with a dual-redundant EPS unit or a dual-redundant REPS unit. The vehicle's steering system supports torque and angle dual-mode control and has fault isolation and self-diagnosis functions. The vehicle's braking system includes an EHB four-wheel independent control system or an EMB four-wheel independent control system, supports differential braking force distribution, and has temperature and pressure monitoring functions. Figure 1 As shown, the method includes: S101. Obtain mode switching control information for redundancy control; S102. Based on the mode switching control information, generate mode switching instructions through a finite state machine, wherein the modes include independent control mode, cooperative redundancy mode, fault degradation mode and emergency stop mode. S103. Perform mode switching according to the mode switching instruction.

[0022] Optionally, the mode switching control information includes: Current mode information, steering system health indicators, braking system health indicators, and whether there are any uncontrollable events or safety triggering conditions.

[0023] Optionally, the step of generating mode switching instructions via a finite state machine based on the mode switching control information includes: When the current mode is independent control mode, if the steering system health index indicates torque decay or the braking system health index partially deteriorates, a command to switch from independent control mode to cooperative redundancy mode is generated through a finite state machine. When the current mode is the cooperative redundancy mode, when the health indicators of the steering system and the braking system enter the set normal threshold range and the error converges, the finite state machine generates an instruction to switch from the cooperative redundancy mode to the independent control mode. When the current mode is either cooperative redundancy mode or independent control mode, if any of the health indicators of the steering system and the braking system degrades to 0, a finite state machine is used to generate an instruction to switch from the current mode to the fault degradation mode. If an uncontrollable event or safety trigger condition is determined to exist, an instruction to switch from the current mode to the emergency stop mode is generated through a finite state machine.

[0024] Optionally, in independent control mode, system control is performed using a weighted optimal control allocation algorithm.

[0025] Optionally, the cooperative redundancy mode includes: The first control mode and the second control mode are provided, wherein the trigger condition for the first control mode is that the decrease in braking force exceeds a set threshold. The control methods of the first control mode include: Calculate the drag-increasing yaw moment based on the braking capacity decay rate and the driving speed; Based on the aforementioned drag-increasing yaw moment, dynamic drag compensation is achieved through the steering system; Optionally, the trigger condition for the second control mode is the detection of motor torque attenuation; The control methods of the second control mode include: Calculate the differential braking torque; The differential braking torque is distributed to the left and right wheels to compensate for yaw moment.

[0026] Optionally, performing mode switching according to the mode switching instruction includes: The mode switch is performed using a smooth transition function according to the mode switch instruction.

[0027] In some implementations, such as Figure 2 As shown, the method provided by this invention is implemented through a steering-braking cross-system cooperative redundancy control system for high-level autonomous driving. The system adopts a layered architecture, including: (1) Dynamic Control Allocation Layer: Based on the expected motion of the Advanced Driving Assistance System (ADAS), the health of each subsystem, the environmental risk level and real-time deviation, it performs multi-mode arbitration (Normal / Cooperative Redundancy / Fault Degradation) and generates an optimized control allocation matrix.

[0028] (2) Execution & Feedback Layer: Completes closed-loop execution of control signals and health status assessment, and realizes real-time feedback and correction of control effect.

[0029] This layered architecture achieves an intelligent transition from "optimal performance" to "optimal security" through the synergy of health awareness, adaptive weights, and pattern redundancy logic.

[0030] The dynamic control allocation layer is the "intelligent hub" of the system. It is used to receive desired motion commands, system health status signals and redundancy switching commands from ADAS, and realize cross-system dynamic control allocation through a multi-mode arbitration mechanism.

[0031] Control mode design for dynamic control allocation layer: Mode 1: Independent Control Mode (Normal Mode) When the system is in normal health, the lateral and longitudinal control signals are executed independently by their respective subsystems, using a weighted optimal control allocation algorithm.

[0032] in, For heading error; For longitudinal acceleration, This is a longitudinal acceleration command; For steering control, For braking control; Energy consumption weighting; , and The weights can be dynamically adjusted according to the scenario to balance energy efficiency and response.

[0033] Control objective: To achieve optimal overall driving quality and energy consumption while balancing energy efficiency and handling response under normal conditions.

[0034] Mode 2: Cooperative Redundancy Mode When the system detects a performance degradation in a subsystem (such as decreased braking force or steering lag), it automatically switches to this mode. The allocation is controlled by the following formula to achieve optimized lateral and longitudinal control coupling: ,in , This is the dynamic weight matrix for system redundancy control. For steering control, For braking control quantity, For heading control, This is the longitudinal acceleration.

[0035] One trigger condition for cooperative redundancy mode is brake fade, which occurs when the rate of decrease in braking force exceeds a threshold.

[0036] Control strategy: Calculate the drag-increasing yaw moment based on the braking capacity decay rate and driving speed, and achieve dynamic resistance compensation through the steering system.

[0037] Control objectives: Maintain stable longitudinal deceleration and optimize braking distance.

[0038] Another trigger condition for the cooperative redundancy mode is insufficient output from the steering system, which detects a decrease in motor torque.

[0039] Control strategy: Calculate the differential braking torque and distribute it to the left and right wheels to achieve yaw moment compensation.

[0040] Control objective: To maintain the vehicle's yaw rate consistent with the desired trajectory.

[0041] Mode 3: Fault Degradation Mode When critical execution units fail completely, the system enters a degraded mode to enable cross-system takeover.

[0042] Based on a weighted fusion of health status and deviation, a dynamic weight control allocation strategy is adopted: .

[0043] Control allocation is as follows: ,in, To shift to a dynamic weight matrix for system health, The dynamic weight matrix for the health of the braking system; This is a health index for the steering system (values ​​range from 0 to 1), reflecting the residual angle response of the actuator; This is a health index of the braking system (values ​​range from 0 to 1), reflecting the residual of braking force response.

[0044] Control strategy: when Special handling is required when both systems fail, triggering an emergency shutdown strategy or passive safety measures.

[0045] Steering completely failed ( The differential braking torque of the left and right wheels generates the necessary steering torque to maintain the trajectory and achieve directional control.

[0046] Braking completely failed ( The front wheel slip angle is controlled and adjusted by steering resistance increase (increasing the steering angle to slow down the vehicle and achieve side resistance), thereby achieving speed limit and trajectory correction.

[0047] Control objective: To ensure that the vehicle retains minimum controllability in the event of failure of any single system, achieving "fail-operational" safety.

[0048] Mode 4: Emergency Stop Mode, which switches from any mode to emergency stop mode when an uncontrollable event or safety trigger condition (such as serious sensor failure, tire failure, or passenger protection priority command) is detected.

[0049] In practical applications, a finite state machine (FSM) can be used for mode switching and smooth interpolation. The states include: independent control mode, cooperative redundancy mode, fault degradation mode, and emergency stop mode, as shown in the attached diagram. Figure 2 As shown. The switching conditions are based on the following logic: when Steering health index torque decay or When the braking health index partially deteriorates, the system switches from independent control mode to collaborative redundancy mode. when Shift to health indicators and When the braking health index recovers and the error converges, switch from cooperative redundancy mode to independent control mode. when Shift to health indicators and When the braking health index degrades to 0, the system switches from independent control mode or cooperative redundancy mode to fault degradation mode. When an uncontrollable event or safety trigger condition is detected (such as a serious sensor failure, tire failure, or passenger protection priority command), the system switches from any mode to emergency stop mode.

[0050] During switching, a "smooth transition function" low-pass filter interpolation is used to suppress instruction abrupt changes: ,in, The current control command after a smooth transition at time t; The old control commands were in effect before the switchover. The new control command after the switch; This is a transition weighting coefficient used to adjust the ratio of new to old instructions.

[0051] The execution and feedback layer of the system is responsible for executing control commands and providing status feedback, and includes the following modules: The steering system includes dual redundant EPS units or REPS units, supports dual-mode control of torque and angle, and has fault isolation and self-diagnosis functions.

[0052] The braking system includes either the EHB four-wheel independent control system or the EMB four-wheel independent control system, which supports differential braking force distribution and has temperature and pressure monitoring capabilities.

[0053] In terms of system status monitoring, key signals are sampled at high frequency, and the status data is uploaded to the control and distribution layer in real time.

[0054] The above system can realize the steering-braking bidirectional cooperative redundancy control method for intelligent driving provided in the embodiments of this application.

[0055] According to a second aspect of the embodiments of this application, a steering-braking bidirectional cooperative redundancy control device for intelligent driving is also provided. The device is applied to a vehicle equipped with a dual-redundant EPS unit or a dual-redundant REPS unit. The vehicle's steering system supports dual-mode control of torque and angle, and has fault isolation and self-diagnosis functions. The vehicle's braking system includes an EHB four-wheel independent control system or an EMB four-wheel independent control system, supports differential braking force distribution, and has temperature and pressure monitoring functions. The device is used to execute the method provided in the embodiments of this application, such as... Figure 3 As shown, the device includes: The acquisition module 301 is used to acquire mode switching control information for redundancy control; The generation module 302 is used to generate mode switching instructions through a finite state machine based on the mode switching control information, wherein the modes include independent control mode, cooperative redundancy mode, fault degradation mode and emergency stop mode. The switching module 303 is used to perform mode switching according to the mode switching instruction.

[0056] According to a third aspect provided in the embodiments of this application, an intelligent vehicle is also provided, the intelligent vehicle comprising: processor; A memory storing computer-readable instructions, which, when executed by the processor, implement the method provided in the embodiments of this application.

[0057] According to a fourth aspect provided in the embodiments of this application, a computer-readable storage medium is also provided, wherein program code is stored in the computer-readable storage medium, and the program code can be called by a processor to execute the method provided in the embodiments of this application.

[0058] In this embodiment, mode switching instructions are generated using a finite state machine based on mode switching control information for redundancy control, and mode switching is performed according to the mode switching instructions. The modes include independent control mode, cooperative redundancy mode, fault degradation mode, and emergency stop mode. This eliminates the risk of vehicle loss of control due to single-point failure, improves the utilization rate of redundant resources, and meets the real-time and functional safety requirements of high-level autonomous driving.

[0059] Figure 4 As shown, this disclosure provides an intelligent vehicle, which includes a memory 401 and a processor 402; the memory 401 and the processor 402 can communicate via a bus 403. The memory 401 is used to store computer programs. The processor 402 is used to execute the computer programs to implement the methods provided in this application embodiment.

[0060] Optionally, the aforementioned processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. The general-purpose processor can be a microprocessor or any conventional processor. The steps in the method embodiments disclosed in this application can be directly implemented by a hardware processor, or implemented by a combination of hardware and software modules within the processor.

[0061] The present invention provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the method as described in any of the above method embodiments.

[0062] The serial numbers in the embodiments of this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0063] In the above embodiments of this application, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0064] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual couplings, direct couplings, or communication connections may be through some interfaces; indirect couplings or communication connections between units or modules may be electrical or other forms.

[0065] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0066] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0067] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as a USB flash drive, read-only memory (ROM), random access memory (RAM), portable hard drive, magnetic disk, or optical disk.

[0068] The above are merely preferred embodiments of this application. It should be noted that those skilled in the art can make various improvements and modifications without departing from the principles of this application, and these improvements and modifications should also be considered within the scope of protection of this application.

Claims

1. A steering-braking bidirectional collaborative redundancy control method for intelligent driving, characterized in that, The method is applied to a vehicle equipped with a dual-redundant EPS unit or a dual-redundant REPS unit, a steering execution system of the vehicle supports torque and angle dual-mode control, has a fault isolation and self-checking function, a braking execution system of the vehicle includes an EHB four-wheel independent control system or an EMB four-wheel independent control system, supports differential braking force distribution, has temperature monitoring and pressure monitoring, and the method comprises the following steps: Obtaining mode switching control information for redundancy control; Based on the mode switching control information, a mode switching instruction is generated by a finite state machine, wherein the modes include an independent control mode, a cooperative redundancy mode, a fault degradation mode, and an emergency stop mode; According to the mode switching instruction, mode switching is performed.

2. The method of claim 1, wherein, The mode switching control information includes: Current mode information, steering system health index, braking system health index, and whether there is an uncontrollable event or a safety trigger condition.

3. The method of claim 2, wherein, The mode switching control information includes: Current mode information, steering system health index, braking system health index, and whether there is an uncontrollable event or a safety trigger condition. The mode switching control information includes: In the case where the current mode is the independent control mode, when the steering system health index indicates torque attenuation or the braking system health index is partially degraded, a switching instruction from the independent control mode to the cooperative redundancy mode is generated by the finite state machine; In the case where the current mode is the cooperative redundancy mode, when the steering system health index and the braking system health index enter a set normal threshold range and the error converges, a switching instruction from the cooperative redundancy mode to the independent control mode is generated by the finite state machine; 4. The method of claim 1, wherein, In the case where the current mode is the cooperative redundancy mode or the independent control mode, when any of the steering system health index and the braking system health index is degraded to 0, a switching instruction from the current mode to the fault degradation mode is generated by the finite state machine; 5. The method of claim 1, wherein, In the case where it is determined that there is an uncontrollable event or a safety trigger condition, a switching instruction from the current mode to the emergency stop mode is generated by the finite state machine. In the independent control mode, system control is performed by a weighted optimal control allocation algorithm. The cooperative redundancy mode includes: A first control mode and a second control mode, wherein the trigger condition of the first control mode is that the braking force drops by more than a set threshold value; The control mode of the first control mode includes:

6. The method of claim 5, wherein, Calculating an increased resistance yaw moment according to the braking capacity attenuation rate and the driving speed; Based on the increased resistance yaw moment, dynamic resistance compensation is realized by the steering system. The trigger condition of the second control mode is that motor torque attenuation is detected; The control mode of the second control mode includes:

7. The method of claim 1, wherein, Calculating a differential braking moment; The differential braking moment is distributed to the left and right wheels to compensate for the yaw moment. According to the mode switching instruction, mode switching is performed using a smooth transition function.

8. A steering-braking bidirectional collaborative redundancy control device for intelligent driving, characterized in that, The device is applied to a vehicle with dual-redundant EPS units or dual-redundant REPS units, the steering execution system of the vehicle supports torque and angle dual-mode control, has fault isolation and self-checking functions, the braking execution system of the vehicle includes an EHB four-wheel independent control system or an EMB four-wheel independent control system, supports differential braking force distribution, and has temperature monitoring and pressure monitoring, the device is used for executing the method in any one of claims 1-7, and the device comprises: An acquisition module is configured to acquire mode switching control information for redundancy control. A generation module is configured to generate a mode switching instruction by using a finite state machine based on the mode switching control information, wherein the modes include an independent control mode, a cooperative redundancy mode, a fault degradation mode, and an emergency stop mode. A switching module is configured to perform mode switching according to the mode switching instruction.

9. An intelligent vehicle, characterized by The intelligent vehicle comprises: a processor; a memory, wherein the memory stores computer readable instructions, and the computer readable instructions are executed by the processor to implement the method in any one of claims 1-7.

10. A computer readable storage medium, characterized in that, The computer readable storage medium stores program codes, and the program codes are called and executed by the processor to implement the method in any one of claims 1-7.

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