Vehicle cooperative control system, method, device and equipment and computer readable medium

Abstract

The invention provides a vehicle cooperative control system, method, device and equipment and a computer readable medium. The vehicle cooperative control system comprises a steer-by-wire subsystem, a single pedal control subsystem, a sensing subsystem, a cooperative control decision unit and a redundant communication unit. The cooperative control decision-making unit is in data connection with the subsystems through redundant communication units and is configured to execute the following cooperative control: based on real-time steering operation parameters, an inner and outer side driving wheel torque distribution strategy and energy recovery intensity of the single pedal control subsystem are dynamically reconstructed; the inner and outer wheels output differential torques under the steering working condition; during a single-pedal strong deceleration trigger, a compensation torque is calculated according to a vehicle yaw state deviation, and the steer-by-wire subsystem is instructed to apply an additional steering angle offset to a front wheel to generate the compensation torque.

Description

Technical Field

[0001] This disclosure relates to the field of vehicle control technology, and in particular to a vehicle cooperative control system, method, apparatus, device and computer-readable medium. Background Technology

[0002] In existing technologies, electric power steering (EPS) systems provide auxiliary torque via an electric motor. The direct connection between the steering wheel and the steering gear allows the driver to intuitively feel the road. However, it cannot support personalized steering feel or input of autonomous driving commands, nor can it achieve brake force distribution or integrated differential lock control to assist in navigating difficult environments. While independent steering-by-wire (SBW) systems offer redundant design and personalized steering capabilities, and independent off-road single-pedal systems can perceive terrain through multiple sensors and dynamically adjust energy recovery intensity and brake force distribution, these systems typically operate independently or only have superficial information interaction. In complex off-road conditions, they cannot form a combined force, resulting in heavy operational burden, low efficiency, and increased safety risks.

[0003] Meanwhile, the existing terrain adaptation strategy of off-road single-pedal systems does not fully consider the impact of steering actions on the vehicle's center of gravity transfer and the difference in adhesion between the inner and outer wheels, which may lead to improper distribution of recovery force and exacerbate the risk of understeer / oversteer or getting stuck. Furthermore, traditional steering and single-pedal systems lack effective redundancy sharing mechanisms at the sensor, control unit, actuator, and power supply levels, making it difficult for the overall system reliability to meet the functional safety requirements of extreme off-road environments. Summary of the Invention

[0004] This disclosure aims to solve at least one of the technical problems existing in the prior art, and proposes a vehicle cooperative control system, method, apparatus, device and computer-readable medium.

[0005] In a first aspect, embodiments of this disclosure provide a vehicle cooperative control system, including a steer-by-wire subsystem, a single-pedal control subsystem, a perception subsystem, a cooperative control decision unit, and a redundant communication unit;

[0006] The collaborative control decision unit is connected to each of the above subsystems via redundant communication units and is configured to perform the following collaborative control:

[0007] Based on real-time steering operation parameters, the torque distribution strategy and energy recovery intensity of the inner and outer drive wheels of the single-pedal control subsystem are dynamically reconstructed to enable the inner and outer wheels to output differentiated torques under steering conditions.

[0008] During the single-pedal strong deceleration trigger, a compensation torque is calculated based on the vehicle yaw rate deviation, and the steer-by-wire subsystem is instructed to apply an additional angular offset to the front wheels to generate the compensation torque.

[0009] In some embodiments, the sensing subsystem includes:

[0010] Steering parameter acquisition components used to collect steering intention data include at least an angle sensor and a torque sensor;

[0011] The displacement acquisition component used to collect pedal operation data has a resolution of not less than 0.1 mm;

[0012] An inertial measurement unit used to collect vehicle attitude data includes at least a combined inertial navigation system and a vehicle attitude sensor.

[0013] Environmental sensing components used to collect terrain and slope data include at least radar and positioning equipment;

[0014] And a wheel status acquisition component for collecting wheel motion data, including at least a wheel speed sensor.

[0015] In some embodiments, both the steer-by-wire subsystem and the single-pedal control subsystem adopt a dual-unit redundant architecture of a main control unit and a secondary control unit, and run control software that complies with the ASIL-D functional safety level; the redundant communication unit is a FlexRay bus or an in-vehicle Ethernet.

[0016] In some embodiments, the collaborative control decision unit is configured to perform redundant resource scheduling: the data from the inertial measurement unit and the wheel state acquisition unit are shared by the steer-by-wire subsystem and the single-pedal control subsystem and serve as a mutual verification source; when the braking execution function of the single-pedal control subsystem fails, the steer-by-wire subsystem is instructed to perform a front wheel micro-oscillation action through the steering execution module to generate rolling resistance, and the oscillation amplitude is limited to ±2°.

[0017] Secondly, embodiments of this disclosure provide a vehicle cooperative control method applied to the system described in the first aspect, wherein the cooperative control decision unit performs the following logical steps:

[0018] Real-time acquisition of steering operation parameters, pedal displacement parameters, vehicle yaw rate, pitch angle, wheel speed difference and terrain slope information;

[0019] When the steering operation parameters meet the preset complex steering conditions, the first control command is generated: reduce the energy recovery torque of the inner drive wheel, simultaneously increase the drive torque of the outer drive wheel, and correct the target deceleration based on the steering angular velocity;

[0020] When the pedal displacement parameters indicate a sudden pedal release, a second control command is generated: calculate the additional yaw moment required to maintain the vehicle's ideal yaw motion, drive the steer-by-wire module to superimpose the transient additional steering angle offset, and if the offset exceeds the physical limit, trigger the single-wheel braking function.

[0021] In some embodiments, the target deceleration is calculated as follows: a = min(0.3g, k·tanθ) + f(ω), where θ is the terrain slope, ω is the steering angular velocity, and f(ω) is a positive fine-tuning amount output according to the degree of steering abruptness.

[0022] Furthermore, when the pitch angle indicator is uphill, the rear axle electric braking ratio is increased, and when downhill, the front axle hydraulic braking ratio is increased and braking intervention is initiated earlier.

[0023] In some embodiments, the complex steering conditions include: the steering wheel angle exceeds a preset angle threshold and continues for a first confirmation duration, or the steering angular velocity remains non-zero for a second confirmation duration;

[0024] The triggering condition for the single-wheel braking function is: the vehicle speed is lower than the preset low-speed threshold and the additional steering angle offset exceeds the mechanical limit of the steering execution module.

[0025] Thirdly, embodiments of this disclosure provide a vehicle cooperative control device, including:

[0026] The data interface module is configured to receive steering operation parameters, pedal displacement parameters, and vehicle motion state parameters from the perception subsystem.

[0027] The dynamic allocation module is configured to generate differentiated torque allocation commands for the inner and outer drive wheels of the single-pedal control subsystem based on steering operation parameters.

[0028] The yaw compensation module is configured to calculate the additional yaw moment under single-pedal deceleration conditions and output the additional steering angle offset command to the steer-by-wire actuator module.

[0029] Fourthly, embodiments of this disclosure provide an electronic device, including:

[0030] One or more processors;

[0031] Memory, used to store one or more programs;

[0032] When one or more programs are executed by one or more processors, the one or more processors implement the vehicle cooperative control method provided in the second aspect.

[0033] Fifthly, embodiments of this disclosure provide a computer-readable medium storing a computer program that, when executed by a processor, implements the vehicle cooperative control method provided in the second aspect.

[0034] The vehicle cooperative control system disclosed herein includes a steer-by-wire subsystem, a single-pedal control subsystem, a sensing subsystem, a cooperative control decision unit, and a redundant communication unit. The cooperative control decision unit establishes data connections with each subsystem through the redundant communication unit, dynamically reconstructs the torque distribution and energy recovery strategy of the single pedal based on real-time steering operation parameters, and achieves yaw compensation through the steer-by-wire system during strong single-pedal deceleration, thereby solving the problem of insufficient coordination caused by the independent operation of existing systems. Through deep coordination between steering and power / braking, it effectively avoids getting stuck due to improper regenerative braking, enhances vehicle stability during steering, and significantly improves off-road capability and driving safety. Attached Figure Description

[0035] Figure 1 This is a schematic diagram of the structure of a vehicle cooperative control system provided in an embodiment of the present disclosure;

[0036] Figure 2 A schematic flowchart of a vehicle cooperative control method provided in an embodiment of this disclosure;

[0037] Figure 3 This is a schematic diagram of the structure of a vehicle cooperative control device provided in an embodiment of the present disclosure;

[0038] Figure 4 This is a structural block diagram of an electronic device provided in an embodiment of the present disclosure. Detailed Implementation

[0039] To enable those skilled in the art to better understand the technical solutions of this disclosure, exemplary embodiments of this disclosure are described below with reference to the accompanying drawings, including various details of the embodiments of this disclosure to aid understanding. These should be considered merely exemplary. Therefore, those skilled in the art should recognize that various changes and modifications can be made to the embodiments described herein without departing from the scope and spirit of this disclosure. Similarly, for clarity and conciseness, descriptions of well-known functions and structures are omitted in the following description.

[0040] Where there is no conflict, the various embodiments of this disclosure and the features thereof in the embodiments may be combined with each other.

[0041] As used herein, the term “and / or” includes any and all combinations of one or more related enumerated entries.

[0042] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit this disclosure. As used herein, the singular forms “a” and “the” are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will also be understood that when the terms “comprising” and / or “made of” are used in this specification, the presence of the stated feature, integral, step, operation, element, and / or component is specified, but the presence or addition of one or more other features, integrals, steps, operations, elements, components, and / or groups thereof is not excluded. Words such as “connected” or “linked” are not limited to physical or mechanical connections but can include electrical connections, whether direct or indirect.

[0043] Unless otherwise specified, all terms used herein (including technical and scientific terms) have the same meaning as commonly understood by one of ordinary skill in the art. It will also be understood that terms such as those defined in commonly used dictionaries should be interpreted as having a meaning consistent with their meaning in the context of the relevant art and this disclosure, and will not be interpreted as having an idealized or overly formal meaning, unless expressly so defined herein.

[0044] The collection, storage, use, processing, transmission, provision, and disclosure of user personal information in this technical solution comply with relevant laws and regulations and do not violate public order and good morals. The use of user data in this technical solution follows relevant national laws and regulations (e.g., the "Information Security Technology - Personal Information Security Specification"). For example, appropriate measures are taken for personal information access control; restrictions are imposed on the display of personal information; the purpose of using personal information does not exceed the scope of direct or reasonable association; and explicit identity targeting is eliminated when using personal information to avoid precisely identifying specific individuals.

[0045] Current off-road vehicles generally employ a combination of Electric Power Steering (EPS) and one-pedal driving mode. The EPS system provides auxiliary torque via an electric motor, maintaining a direct mechanical connection between the steering wheel and the steering wheels, allowing the driver to intuitively perceive the road surface. However, this mechanical connection limits the ability to personalize steering feel and integrate with autonomous driving commands, and it cannot achieve deep integration with the one-pedal system. While one-pedal driving mode allows for acceleration, deceleration, and parking via accelerator pedal movement, it has significant drawbacks in off-road scenarios: strong energy recovery can easily lead to tire lock-up and getting stuck on low-traction surfaces (such as sand or mud); the braking force distribution is fixed when driving on steep slopes, failing to adapt to dynamic changes in the center of gravity; forced power limiting when the battery overheats affects traction; and more importantly, steering actions are independent of power / braking control, failing to consider the impact of weight transfer and differences in traction between the inner and outer wheels on energy recovery efficiency and safety during large-angle steering or continuous corrections, easily leading to understeer or oversteer, increasing operational burden and the risk of loss of control.

[0046] Another type of existing technology employs an independent steer-by-wire system and an off-road single-pedal system. The steer-by-wire system eliminates mechanical connections, relies on a multi-redundant architecture to ensure safety, and supports personalized steering and autonomous driving. The off-road single-pedal system senses the terrain through IMU, radar, and wheel speed sensors, dynamically adjusts the recovery intensity and braking force distribution, and integrates differential lock control. However, the two only exchange information superficially via the CAN bus, and in complex off-road conditions (such as steering to get out of trouble while requiring precise control of power / braking force), they still operate independently, making it difficult to form a synergy. For example, when turning to get out of trouble in sand, the single-pedal system simply reduces the recovery intensity but does not coordinate with the SBW to adjust the torque vector of the inner and outer wheels, resulting in a mismatch between power distribution and steering trajectory; when decelerating with a single pedal on steep slopes and sharp bends, the SBW does not actively participate in yaw stability control, relying on the traditional ESP system for intervention, resulting in a delayed response and abrupt braking intervention, which easily disrupts the adhesion balance. In addition, the two independent redundant systems waste hardware resources, fail to achieve cross-system resource sharing and fault parity, and do not fundamentally improve overall reliability.

[0047] Therefore, there is an urgent need for a collaborative system that can deeply integrate steer-by-wire and single-pedal control, achieving resource sharing and dynamic reconfiguration at the sensor, control unit, actuator, and power supply levels. This system can optimize torque distribution and yaw stability in real time based on multi-dimensional information such as steering intention, vehicle posture, and terrain slope in off-road scenarios, fundamentally improving the vehicle's passability, safety, and energy efficiency.

[0048] To address at least one or more of the aforementioned technical problems, embodiments of this disclosure provide a steer-by-wire and off-road single-pedal control system. Its core lies in breaking through the traditional independent control architecture and establishing a deep coupling mechanism across subsystems. The system hardware layer adopts a modular redundant design, the software layer runs a collaborative control decision algorithm, and information fusion and command synchronization are achieved through a high-speed redundant communication network.

[0049] Figure 1 This is a schematic diagram of the structure of a vehicle cooperative control system provided in an embodiment of the present disclosure, as shown below. Figure 1 As shown, the system includes a steer-by-wire subsystem, a single-pedal control subsystem, a sensing subsystem, a collaborative control decision unit, and a redundant communication unit. The collaborative control decision unit is data-connected to each of the above subsystems through the redundant communication unit and is configured to perform the following collaborative control:

[0050] Based on real-time steering operation parameters, the torque distribution strategy and energy recovery intensity of the inner and outer drive wheels of the single-pedal control subsystem are dynamically reconstructed, so that the inner and outer wheels output differentiated torques under steering conditions. During the single-pedal strong deceleration triggering period, the compensation torque is calculated according to the vehicle yaw state deviation, and the steer-by-wire subsystem is instructed to apply an additional angular offset to the front wheels to generate the compensation torque.

[0051] The vehicle cooperative control system provided in this disclosure includes a steer-by-wire subsystem, a single-pedal control subsystem, a sensing subsystem, a cooperative control decision unit, and a redundant communication unit. The cooperative control decision unit establishes data connections with each subsystem through the redundant communication unit, dynamically reconstructs the torque distribution and energy recovery strategy of the single pedal based on real-time steering operation parameters, and achieves yaw compensation through the steer-by-wire system during strong single-pedal deceleration, thereby solving the problem of insufficient coordination caused by the independent operation of existing systems. Through deep coordination between steering and power / braking, it can effectively avoid getting stuck due to improper regenerative braking, enhance vehicle stability during steering, and significantly improve off-road capability and driving safety.

[0052] In some embodiments, the sensing subsystem includes:

[0053] The steering parameter acquisition component for collecting steering intention data includes at least an angle sensor and a torque sensor; the displacement acquisition component for collecting pedal operation data has a resolution of not less than 0.1 mm; the inertial measurement component for collecting vehicle attitude data includes at least a combined inertial navigation system and a vehicle attitude sensor; the environmental perception component for collecting terrain and slope data includes at least a radar and a positioning device; and the wheel state acquisition component for collecting wheel motion data includes at least a wheel speed sensor.

[0054] The reason for adopting a multi-component, high-precision perception configuration is that off-road scenarios place extremely high demands on sensor accuracy and redundancy. A 0.1mm pedal displacement resolution improves driver intent recognition accuracy by an order of magnitude, avoiding control jitter or misidentification caused by insufficient signal granularity. The fusion of inertial navigation and radar enables dead reckoning even when GPS signals are lost, with a positioning accuracy of no less than 0.5 meters within 30 seconds, ensuring that control strategies remain effective in signal-obstructed environments such as canyons and dense forests. This setup directly improves driving smoothness and control robustness. With increased sensor data reliability, the foundation of the collaborative algorithm is more robust, and the false trigger rate is significantly reduced.

[0055] In some embodiments, both the steer-by-wire subsystem and the single-pedal control subsystem adopt a dual-unit redundant architecture of a main control unit and a secondary control unit, and run control software that meets the ASIL-D functional safety level; the redundant communication unit is a FlexRay bus or an in-vehicle Ethernet.

[0056] Because the extreme environment of off-road scenarios can easily lead to the failure of a single control unit or communication link, a dual-unit redundant architecture can be adopted to avoid system failure caused by a single fault. ASIL-D level software meets the high functional safety requirements of off-road scenarios, while FlexRay bus or vehicle Ethernet has high-speed transmission and redundancy characteristics, which can ensure the real-time performance and reliability of data interaction, thereby improving the fault tolerance of the subsystem itself and the stability of data transmission. This lays the hardware and communication foundation for cross-system collaboration and redundancy sharing, ensuring the stable operation of the system in extreme off-road environments.

[0057] Furthermore, in terms of redundant resource sharing, this disclosure provides a four-layer mutual assistance mechanism.

[0058] In some embodiments, the cooperative control decision unit is configured to perform redundant resource scheduling: the data from the inertial measurement unit and the wheel state acquisition unit are shared by the steer-by-wire subsystem and the single-pedal control subsystem and serve as a mutual verification source; when the braking execution function of the single-pedal control subsystem fails, the steer-by-wire subsystem is instructed to perform a front wheel micro-oscillation action through the steering execution module to generate rolling resistance, and the oscillation amplitude is limited to ±2°.

[0059] In a preferred example, the collaborative control decision unit is built on a high-performance multi-core MCU (such as the Infineon AURIX TC4x series). Its logic functions are independent of the SBW and VCU master controller, but it can be physically integrated into either one to reduce hardware costs. The redundant communication unit adopts FlexRay bus or automotive Ethernet with a bandwidth of not less than 100Mbps to meet the requirements of real-time data synchronization and deterministic transmission of multiple nodes. It also has redundant links and automatically switches over when a single link fails.

[0060] The reason for designing redundant resource scheduling is that existing systems have independently configured sensors, actuators, and other resources, resulting in resource waste and weak fault tolerance. Furthermore, in off-road scenarios, a single subsystem failure could lead to vehicle loss of control. Sharing sensor data reduces hardware redundancy and provides mutual verification sources, improving data accuracy. Actuator backup offers an emergency solution for braking failure, and a ±2° sway range prevents excessive swaying from affecting vehicle direction. This achieves cross-system resource sharing and collaborative fault handling, building a higher level of fault tolerance, improving overall system reliability, and meeting functional safety requirements in extreme off-road environments.

[0061] In summary, the vehicle cooperative system provided in this disclosure constructs a highly reliable, low-latency, and scalable cooperative control hardware platform. The platform's cross-system redundancy design simplifies the vehicle's electronic and electrical architecture, reduces redundant structures, and simultaneously meets ASIL-D safety standards, providing a balance between lightweighting and functional safety for off-road vehicles. The deterministic timing characteristics of FlexRay / Ethernet communication ensure control synchronization accuracy at the 10ms level, fundamentally eliminating action misalignment caused by information delays and significantly improving controllability and safety under complex operating conditions.

[0062] This disclosure also provides a vehicle cooperative control method, applied to the above-mentioned embodiments. Figure 1 The system shown. Figure 2 This is a flowchart illustrating a vehicle cooperative control method provided in an embodiment of this disclosure, as shown below. Figure 2 As shown, the collaborative control decision-making unit in the system control system specifically performs the following steps:

[0063] Step S1: Real-time acquisition of steering operation parameters, pedal displacement parameters, vehicle yaw rate, pitch angle, wheel speed difference, and terrain slope information.

[0064] Step S2: When the steering operation parameters meet the preset complex steering conditions, generate the first control command: reduce the energy recovery torque of the inner drive wheel, simultaneously increase the drive torque of the outer drive wheel, and correct the target deceleration based on the steering angular velocity.

[0065] Step S3: When the pedal displacement parameter indicates a sudden pedal release operation, a second control command is generated: calculate the additional yaw moment required to maintain the ideal yaw motion of the vehicle, drive the steer-by-wire execution module to superimpose the transient additional steering angle offset, and if the offset exceeds the physical limit, trigger the single-wheel braking function.

[0066] The vehicle cooperative control method provided in this embodiment is applied to the aforementioned cooperative control system. The cooperative control decision unit first acquires steering operation parameters, pedal displacement parameters, vehicle yaw rate, pitch angle, wheel speed difference, and terrain slope information in real time. This is because cooperative control requires comprehensive real-time data to make accurate decisions, ensuring that the control strategy matches the current driving intention, vehicle state, and terrain environment. When the steering operation parameters meet preset complex steering conditions, a first control command is generated: reduce the energy recovery torque of the inner drive wheel, simultaneously increase the drive torque of the outer drive wheel, and correct the target deceleration based on the steering angular velocity. Under complex steering conditions, the vehicle is usually in a low-traction or complex path environment. The inner drive wheel is prone to lock-up due to excessive energy recovery, leading to getting stuck. The outer drive wheel requires additional torque to assist steering. Correcting the target deceleration can prevent excessive deceleration from affecting steering stability. The technical effect of this control command is to prevent the inner wheel from locking up and getting stuck, assist vehicle steering, and improve passability and stability under complex steering conditions.

[0067] When the pedal displacement parameters indicate a sudden pedal release (i.e., single-pedal deceleration), a second control command is generated: The additional yaw moment required to maintain the vehicle's ideal yaw motion is calculated, and the steer-by-wire module is driven to superimpose a transient additional steering angle offset. If this offset exceeds the physical limit, single-wheel braking is triggered. During a sudden pedal release, the vehicle is prone to yaw instability due to the braking force generated by energy recovery. Applying an additional steering angle offset through the steer-by-wire system can quickly generate lateral force to maintain ideal yaw motion. Triggering single-wheel braking when the offset exceeds the physical limit ensures stability. The technical effect of this control command is to reduce the risk of sideslip and fishtailing under strong deceleration conditions and improve vehicle stability during sudden deceleration.

[0068] In some embodiments, the target deceleration in step S2 is calculated as follows: a = min(0.3g, k·tanθ) + f(ω), where θ is the terrain slope, ω is the steering angular velocity, and f(ω) is a positive fine-tuning amount output according to the degree of steering aggression; and when the pitch angle indicates an uphill slope, the rear axle electric braking ratio is increased, and when going downhill, the front axle hydraulic braking ratio is increased and braking intervention is initiated earlier.

[0069] The reason for adopting this calculation method and dynamically adjusting the braking force distribution is that changes in slope in off-road scenarios affect the vehicle's center of gravity distribution, and the steering angular velocity reflects the degree of steering aggression. Therefore, it is necessary to adjust the deceleration and braking force distribution accordingly to avoid understeer or oversteer. Increasing the proportion of rear axle electric braking when going uphill prevents understeer, while early intervention of front axle hydraulic braking when going downhill prevents understeer. Combining deceleration calculation with slope and steering angular velocity ensures stable and controllable deceleration, thus achieving scenario-based precise optimization of deceleration and braking force distribution, further improving the stability and safety of off-road driving.

[0070] In some embodiments, complex steering conditions include: the steering wheel angle exceeds a preset angle threshold and continues for a first confirmation duration, or the steering angular velocity remains non-zero for a second confirmation duration; the trigger condition for single-wheel braking function is: the vehicle speed is lower than a preset low-speed threshold and the additional steering angle offset exceeds the mechanical limit of the steering execution module.

[0071] Setting a confirmation time limit avoids triggering complex steering control strategies due to misoperation, ensuring the accuracy of command triggering. The triggering condition for the single-wheel braking function is limited to low-speed scenarios because single-wheel braking at high speeds can easily lead to loss of vehicle control. It is only triggered when the additional steering angle offset is ineffective, ensuring the priority and safety of the control strategy. In this way, the accuracy and safety of control command triggering are improved, avoiding invalid or erroneous control from affecting the vehicle's driving status.

[0072] In summary, the vehicle cooperative control system and method provided in this disclosure demonstrate its technical effectiveness in several aspects, specifically the following:

[0073] Significantly enhances off-road capability and traction: Dynamic optimization of steering and power / braking effectively prevents vehicles from getting stuck due to improper recovery (e.g., in sand), and utilizes steering assist and torque vectoring to enhance climbing and rough terrain traversal. Enhances driving stability and safety: SBW active yaw assist provides additional stabilizing torque during single-pedal deceleration or low-traction steering, reducing the risk of sideslip and fishtailing, and improving controllability in complex road conditions. Optimizes energy management and range: A more refined, scenario-adaptive recovery strategy (considering steering and attitude) maximizes effective energy recovery, reduces energy loss due to ineffective lock-up, and extends off-road range. Improves overall system reliability: Cross-system redundant resource sharing (sensors, computing, power, execution) builds a higher level of fault tolerance, meeting functional safety requirements in extreme off-road environments.

[0074] Based on the same inventive concept described above, this disclosure also provides a vehicle cooperative control device. Figure 3 This is a schematic diagram of the structure of a vehicle cooperative control device provided in an embodiment of the present disclosure, as shown below. Figure 3 As shown, the device includes:

[0075] The data interface module 10 is configured to receive steering operation parameters, pedal displacement parameters and vehicle motion state parameters from the perception subsystem.

[0076] The dynamic allocation module 20 is configured to generate differentiated torque allocation commands for the inner and outer drive wheels of the single-pedal control subsystem based on steering operation parameters.

[0077] The yaw compensation module 30 is configured to calculate the additional yaw moment under single-pedal strong deceleration conditions and output the additional steering angle offset command to the steer-by-wire execution module.

[0078] The aforementioned vehicle cooperative control device and Figure 2 The vehicle cooperative control method shown achieves the same technical effect, and will not be described in detail here.

[0079] Based on the same inventive concept, this disclosure also provides an electronic device. Figure 4 This is a structural block diagram of an electronic device provided in an embodiment of this disclosure. Figure 4 As shown, this disclosure provides an electronic device including: one or more processors 101, a memory 102, and one or more I / O interfaces 103. The memory 102 stores one or more programs, which, when executed by the one or more processors, cause the one or more processors to implement any of the vehicle cooperative control methods described in the above embodiments; the one or more I / O interfaces 103 are connected between the processors and the memory, configured to enable information interaction between the processors and the memory.

[0080] The processor 101 is a device with data processing capabilities, including but not limited to a central processing unit (CPU); the memory 102 is a device with data storage capabilities, including but not limited to random access memory (RAM, more specifically SDRAM, DDR, etc.), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), and flash memory (FLASH); the I / O interface (read / write interface) 103 is connected between the processor 101 and the memory 102, and can realize information interaction between the processor 101 and the memory 102, including but not limited to a data bus (Bus).

[0081] In some embodiments, the processor 101, memory 102, and I / O interface 103 are interconnected via bus 104, and thus connected to other components of the computing device.

[0082] In some embodiments, the one or more processors 101 include a field-programmable gate array.

[0083] This disclosure also provides a computer-readable medium. The computer-readable medium stores a computer program, which, when executed by a processor, implements the steps of any of the vehicle cooperative control methods described above. The computer-readable storage medium may be volatile or non-volatile.

[0084] This disclosure also provides a computer program product, including computer-readable code, or a non-volatile computer-readable storage medium carrying computer-readable code, wherein when the computer-readable code is run in the processor of an electronic device, the processor in the electronic device executes the above-described vehicle cooperative control method.

[0085] Those skilled in the art will understand that all or some of the steps, systems, and apparatuses disclosed above, and their functional modules / units, can be implemented as software, firmware, hardware, or suitable combinations thereof. In hardware implementations, the division between functional modules / units mentioned above does not necessarily correspond to the division of physical components; for example, a physical component may have multiple functions, or a function or step may be performed collaboratively by several physical components. Some or all physical components may be implemented as software executed by a processor, such as a central processing unit, digital signal processor, or microprocessor, or as hardware, or as an integrated circuit, such as an application-specific integrated circuit (ASIC). Such software can be distributed on a computer-readable storage medium, which may include computer storage media (or non-transitory media) and communication media (or transient media).

[0086] As is known to those skilled in the art, the term computer storage medium includes volatile and non-volatile, removable and non-removable media implemented in any method or technology for storing information, such as computer-readable program instructions, data structures, program modules, or other data. Computer storage media includes, but is not limited to, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), static random access memory (SRAM), flash memory or other memory technologies, portable compact disc read-only memory (CD-ROM), digital versatile disc (DVD) or other optical disc storage, magnetic cartridges, magnetic tape, disk storage or other magnetic storage devices, or any other medium that can be used to store desired information and is accessible to a computer. Furthermore, it is known to those skilled in the art that communication media typically contain computer-readable program instructions, data structures, program modules, or other data in modulated data signals such as carrier waves or other transmission mechanisms, and may include any information delivery medium.

[0087] The computer-readable program instructions described herein can be downloaded from computer-readable storage media to various computing / processing devices, or downloaded via a network, such as the Internet, local area network, wide area network, and / or wireless network, to an external computer or external storage device. The network may include copper transmission cables, fiber optic transmission, wireless transmission, routers, firewalls, switches, gateway computers, and / or edge servers. A network adapter card or network interface in each computing / processing device receives the computer-readable program instructions from the network and forwards them to the computer-readable storage media in the respective computing / processing device.

[0088] Computer program instructions used to perform the operations of this disclosure may be assembly instructions, instruction set architecture (ISA) instructions, machine instructions, machine-dependent instructions, microcode, firmware instructions, status setting data, or source code or object code written in any combination of one or more programming languages, including object-oriented programming languages ​​such as Smalltalk, C++, etc., and conventional procedural programming languages ​​such as the "C" language or similar programming languages. The computer-readable program instructions may execute entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving a remote computer, the remote computer may be connected to the user's computer via any type of network—including a local area network (LAN) or a wide area network (WAN)—or may be connected to an external computer (e.g., via the Internet using an Internet service provider). In some embodiments, electronic circuitry, such as programmable logic circuitry, field-programmable gate arrays (FPGAs), or programmable logic arrays (PLAs), is personalized by utilizing the status information of the computer-readable program instructions to implement various aspects of this disclosure.

[0089] The computer program product described herein can be implemented specifically through hardware, software, or a combination thereof. In one alternative embodiment, the computer program product is specifically embodied in a computer storage medium; in another alternative embodiment, the computer program product is specifically embodied in a software product, such as a software development kit (SDK), etc.

[0090] Various aspects of this disclosure are described herein with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this disclosure. It should be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer-readable program instructions.

[0091] These computer-readable program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing apparatus to produce a machine such that, when executed by the processor of the computer or other programmable data processing apparatus, they create means for implementing the functions / actions specified in one or more blocks of the flowchart and / or block diagram. These computer-readable program instructions can also be stored in a computer-readable storage medium that causes a computer, programmable data processing apparatus, and / or other device to operate in a particular manner; thus, the computer-readable medium storing the instructions comprises an article of manufacture that includes instructions for implementing aspects of the functions / actions specified in one or more blocks of the flowchart and / or block diagram.

[0092] Computer-readable program instructions may also be loaded onto a computer, other programmable data processing apparatus, or other device to cause a series of operational steps to be performed on the computer, other programmable data processing apparatus, or other device to produce a computer-implemented process, thereby causing the instructions executed on the computer, other programmable data processing apparatus, or other device to perform the functions / actions specified in one or more boxes of a flowchart and / or block diagram.

[0093] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of the present disclosure. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of an instruction containing one or more executable instructions for implementing a specified logical function. In some alternative implementations, the functions marked in the blocks may occur in a different order than those shown in the drawings. For example, two consecutive blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, may be implemented using a dedicated hardware-based system that performs the specified function or action, or using a combination of dedicated hardware and computer instructions.

[0094] Example embodiments have been disclosed herein, and while specific terminology has been used, it is for illustrative purposes only and should be construed as such, and is not intended to be limiting. In some instances, it will be apparent to those skilled in the art that features, characteristics, and / or elements described in connection with particular embodiments may be used alone, or in combination with features, characteristics, and / or elements described in connection with other embodiments, unless otherwise expressly indicated. Therefore, those skilled in the art will understand that various changes in form and detail may be made without departing from the scope of this disclosure as set forth by the appended claims.

Claims

1. A vehicle cooperative control system, characterized in that, It includes a steer-by-wire subsystem, a single-pedal control subsystem, a sensing subsystem, a collaborative control decision unit, and a redundant communication unit; The collaborative control decision unit is connected to each of the above subsystems via redundant communication units and is configured to perform the following collaborative control: Based on real-time steering operation parameters, the torque distribution strategy and energy recovery intensity of the inner and outer drive wheels of the single-pedal control subsystem are dynamically reconstructed to enable the inner and outer wheels to output differentiated torques under steering conditions. During the single-pedal strong deceleration trigger, a compensation torque is calculated based on the vehicle yaw rate deviation, and the steer-by-wire subsystem is instructed to apply an additional angular offset to the front wheels to generate the compensation torque.

2. The system according to claim 1, characterized in that, The sensing subsystem includes: Steering parameter acquisition components used to collect steering intention data include at least an angle sensor and a torque sensor; The displacement acquisition component used to collect pedal operation data has a resolution of not less than 0.1 mm; An inertial measurement unit used to collect vehicle attitude data includes at least a combined inertial navigation system and a vehicle attitude sensor. Environmental sensing components used to collect terrain and slope data include at least radar and positioning equipment; And a wheel status acquisition component for collecting wheel motion data, including at least a wheel speed sensor.

3. The system according to claim 1, characterized in that, Both the steer-by-wire subsystem and the single-pedal control subsystem adopt a dual-unit redundant architecture with a main control unit and a secondary control unit, and run control software that meets the ASIL-D functional safety level; the redundant communication unit is a FlexRay bus or an in-vehicle Ethernet.

4. The system according to claim 1, characterized in that, The collaborative control decision unit is configured to perform redundant resource scheduling: the data from the inertial measurement unit and the wheel state acquisition unit are shared by the steer-by-wire subsystem and the single-pedal control subsystem and serve as mutual verification sources; when the braking execution function of the single-pedal control subsystem fails, the steer-by-wire subsystem is instructed to perform a front wheel micro-oscillation action through the steering execution module to generate rolling resistance, and the oscillation amplitude is limited to ±2°.

5. A vehicle cooperative control method, applied to the system according to any one of claims 1-4, characterized in that, The collaborative control decision-making unit executes the following logical steps: Real-time acquisition of steering operation parameters, pedal displacement parameters, vehicle yaw rate, pitch angle, wheel speed difference and terrain slope information; When the steering operation parameters meet the preset complex steering conditions, the first control command is generated: reduce the energy recovery torque of the inner drive wheel, simultaneously increase the drive torque of the outer drive wheel, and correct the target deceleration based on the steering angular velocity; When the pedal displacement parameters indicate a sudden pedal release, a second control command is generated: calculate the additional yaw moment required to maintain the vehicle's ideal yaw motion, drive the steer-by-wire module to superimpose the transient additional steering angle offset, and if the offset exceeds the physical limit, trigger the single-wheel braking function.

6. The method according to claim 5, characterized in that, The target deceleration is calculated as follows: a = min(0.3g, k·tanθ) + f(ω), where a represents the target deceleration, θ is the terrain slope, ω is the turning angular velocity, and f(ω) is a positive fine-tuning amount output according to the degree of steering abruptness. Furthermore, when the pitch angle indicator is uphill, the rear axle electric braking ratio is increased, and when downhill, the front axle hydraulic braking ratio is increased and braking intervention is initiated earlier.

7. The method according to claim 5, characterized in that, The complex steering conditions include: the steering wheel angle exceeds a preset angle threshold and continues for a first confirmation duration, or the steering angular velocity remains non-zero for a second confirmation duration. The triggering condition for the single-wheel braking function is: the vehicle speed is lower than the preset low-speed threshold and the additional steering angle offset exceeds the mechanical limit of the steering execution module.

8. A vehicle cooperative control device, characterized in that, include: The data interface module is configured to receive steering operation parameters, pedal displacement parameters, and vehicle motion state parameters from the perception subsystem. The dynamic allocation module is configured to generate differentiated torque allocation commands for the inner and outer drive wheels of the single-pedal control subsystem based on steering operation parameters. The yaw compensation module is configured to calculate the additional yaw moment under single-pedal deceleration conditions and output the additional steering angle offset command to the steer-by-wire actuator module.

9. An electronic device, characterized in that, include: One or more processors; Memory, used to store one or more programs; When the one or more programs are executed by the one or more processors, the one or more processors implement the vehicle cooperative control method as described in any one of claims 5 to 7.

10. A computer-readable medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the steps in the vehicle cooperative control method as described in any one of claims 5 to 7.

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