Two-wheeled vehicle auxiliary support and steer-by-wire cooperative control system based on vehicle-mounted network and control method of two-wheeled vehicle auxiliary support and steer-by-wire cooperative control system

Abstract

The invention discloses a two-wheeled vehicle auxiliary support and steer-by-wire cooperative control system based on a vehicle-mounted network and a control method thereof, belongs to the technical field of two-wheeled vehicle safety cooperative control, and is suitable for a two-wheeled vehicle which is driven by a rear wheel and steer-by-wire and is provided with an electric auxiliary support mechanism. The cooperative control system comprises a vehicle-mounted communication network module, a rear wheel drive control system, a front wheel steer-by-wire subsystem, an electric auxiliary supporting subsystem and a cooperative control unit. The cooperative control unit obtains global operation information such as the vehicle speed, the rear wheel driving input state, the vehicle attitude information and the electric auxiliary supporting state through a vehicle-mounted communication network, constructs multi-state cooperative control logic, and achieves the cooperative control of the vehicle under the working conditions of vehicle parking, low-speed driving, driver getting on and off and abnormal conditions. And the electric auxiliary support subsystem is preferentially controlled to enter a support or standby state, and dynamic constraint is applied to the steering angle, the steering rate or the steering gain of front wheel steer-by-wire.

Description

A cooperative control system and control method for two-wheeled vehicle auxiliary support and steer-by-wire based on in-vehicle network. Technical Field

[0001] This invention belongs to the field of two-wheeled vehicle safety cooperative control technology, specifically referring to a cooperative control system and control method for two-wheeled vehicle auxiliary support and steer-by-wire based on an on-board network. Background Technology

[0002] With the popularization of two-wheeled vehicles and their intelligent development, improving vehicle safety and ease of handling has become an important direction for technological development. Among them, auxiliary support systems and steer-by-wire systems, as key technologies for improving the stability of two-wheeled vehicles, have received widespread attention in recent years.

[0003] However, existing collaborative control systems for auxiliary support and steer-by-wire in two-wheeled vehicles still have certain shortcomings. Existing auxiliary support and steer-by-wire systems typically operate independently as functional islands, lacking a collaborative control core based on an in-vehicle network capable of global state perception and intelligent decision-making. This results in conflicting control strategies between systems, poor adaptability to complex working conditions and abnormal states, fragmented human-machine interaction, and a rigid overall architecture that is difficult to expand. Consequently, it fails to fundamentally and systematically improve the safety and convenience of two-wheeled vehicles in static, dynamic, and critical states. Therefore, this paper proposes a collaborative control system and control method for auxiliary support and steer-by-wire in two-wheeled vehicles based on an in-vehicle network. Summary of the Invention

[0004] The purpose of this invention is to provide a coordinated control system and control method for two-wheeled vehicle auxiliary support and steer-by-wire based on an in-vehicle network, so as to solve the problems mentioned in the background art.

[0005] To achieve the above objectives, the present invention provides the following technical solution: a coordinated control system and control method for two-wheeled vehicle auxiliary support and steer-by-wire based on an in-vehicle network, comprising an in-vehicle communication network module, a rear-wheel drive control system, a front-wheel steer-by-wire subsystem, an electric auxiliary support subsystem, and a coordinated control unit; the rear-wheel drive control system is used to control the output driving force of the vehicle's rear wheels; the front-wheel steer-by-wire subsystem includes a steering input acquisition unit, a steering actuator, and a steering control unit, used to control the steering angle, steering rate, or steering gain of the vehicle's front wheels; the electric auxiliary support subsystem includes at least one retractable electric auxiliary support actuator and a corresponding support status detection unit, used to provide auxiliary support to the vehicle at low speeds or when the vehicle is stationary; the coordinated control unit is communicatively connected to the rear-wheel drive control system, the front-wheel steer-by-wire subsystem, and the electric auxiliary support subsystem through the in-vehicle communication network module.

[0006] The coordinated control unit performs unified and coordinated control of the front wheel steering-by-wire subsystem and the electric assist support subsystem based on vehicle speed, rear wheel drive input state, vehicle attitude information, and electric assist support state, so that the support state of the electric assist support subsystem and the steering output capability of the front wheel steering-by-wire subsystem form a causal and coordinated control relationship.

[0007] Preferably, the front wheel steer-by-wire subsystem, the electric auxiliary support subsystem, and the rear wheel drive control system are all independent functional nodes in the vehicle communication network, used to receive vehicle speed, vehicle attitude, drive status, and fault status information from the vehicle control system.

[0008] Preferably, the vehicle communication network module includes at least one vehicle bus communication method, which includes CAN, CAN FD, LIN or FlexRay.

[0009] Preferably, when the electric auxiliary support subsystem is in the deployed or ground-contact state, the cooperative control unit applies dynamic limits to the maximum steering angle, steering rate, or steering gain of the front wheel steer-by-wire subsystem.

[0010] Preferably, when the vehicle is in a parked state, a low-speed driving state, or when the driver is getting in or out of the vehicle, the cooperative control unit prioritizes controlling the electric auxiliary support subsystem to enter a support or standby state and restricts the steering output of the front wheel steer-by-wire.

[0011] Preferably, when an abnormal vehicle posture, self-balancing control, or front wheel steer-by-wire abnormality is detected, the cooperative control unit triggers the intervention of the electric auxiliary support subsystem and puts the front wheel steer-by-wire subsystem into a safety-limited mode.

[0012] Preferably, when an abnormality is detected in the vehicle communication network or a communication interruption is detected at a critical node, the cooperative control unit controls the electric auxiliary support subsystem to enter a preset safety support state and applies steering restrictions to the front wheel steering-by-wire subsystem.

[0013] Preferably, the electric auxiliary support actuator is a retractable structure, which may be a wheeled support structure or a sliding support structure.

[0014] Preferably, the collaborative control unit supports parameter configuration or updating of the front wheel steer-by-wire control strategy and the electric assist support control strategy via the vehicle communication network.

[0015] Preferably, when a drive input signal is detected in the vehicle and the vehicle speed is greater than a preset threshold, the cooperative control unit controls the electric auxiliary support subsystem to switch from the support state to the retracted state.

[0016] Preferably, the collaborative control unit determines whether the vehicle is on a tilted or uneven road surface based on the vehicle attitude information obtained by the inertial measurement unit.

[0017] Preferably, the electric auxiliary support subsystem includes at least two independently controllable electric auxiliary support actuators, and the collaborative control unit adjusts the extension amount of each electric auxiliary support actuator according to the vehicle posture information so that the vehicle body posture is maintained within a preset posture range.

[0018] Preferably, when the contact state between each electric auxiliary support actuator and the ground is detected to be inconsistent, the collaborative control unit implements differentiated control for each electric auxiliary support actuator.

[0019] Preferably, a coordinated control method for two-wheeled vehicles with auxiliary support and steer-by-wire based on an in-vehicle network is applicable to rear-wheel drive, front-wheel steer-by-wire two-wheeled vehicles, comprising the following steps: S1, acquiring vehicle speed, rear-wheel drive input state, vehicle attitude information, and electric auxiliary support state through an in-vehicle communication network; S2, determining whether the vehicle is in a parked, low-speed, or normal driving state based on the vehicle speed and rear-wheel drive input state; S3, when the vehicle is in a parked or low-speed state, controlling the electric auxiliary support subsystem to enter a support or standby state, and applying a steering restriction to the front-wheel steer-by-wire; S4, when detecting that the vehicle has entered a normal driving state and meets preset safety conditions, controlling the electric auxiliary support subsystem to retract, and releasing the steering restriction on the front-wheel steer-by-wire.

[0020] Compared with existing technologies, the beneficial effects of this invention are as follows: 1. This invention deeply integrates the originally independent subsystems such as auxiliary support, steer-by-wire, and rear-wheel drive control at the vehicle network level through a collaborative control unit. The collaborative control unit makes global decisions based on vehicle speed, driving state, attitude information, and support status, so that the deployment / retraction state of the auxiliary support and the steering capability of the steer-by-wire form a causal and collaborative control relationship, significantly improving the stability and safety of the vehicle at low speeds, while parked, getting in and out of the vehicle, and under abnormal conditions. 2. This invention deeply integrates the originally independent subsystems such as auxiliary support, steer-by-wire, and rear-wheel drive control at the vehicle network level through a collaborative control unit. The collaborative control unit makes global decisions based on vehicle speed, driving state, attitude information, and support status, so that the deployment and retraction state of the auxiliary support and the steering capability of the steer-by-wire form a causal and collaborative control relationship. When the support is deployed, it actively restricts steering; in abnormal situations, it prioritizes triggering support intervention and restricting steering. This deep collaboration avoids safety hazards caused by functional isolation or conflict at the system level, significantly improving the stability and safety of the vehicle at low speeds, while parked, getting in and out of the vehicle, and under abnormal conditions. 3. This invention employs a multi-layered safety coordination strategy; when faced with abnormal vehicle posture or subsystem failure, the system can trigger emergency intervention of auxiliary support and put the steering system into a safe mode; when faced with abnormal vehicle network communication, the system can execute preset safety strategies; for inclined or uneven road surfaces, the system can adjust the vehicle posture by independently controlling multiple support mechanisms; ensuring the system's adaptability under various non-ideal working conditions and orderly degradation capability under fault conditions, greatly improving the robustness and reliability of the entire system; 4. This invention supports the configuration or updating of the control strategy parameters of steer-by-wire and auxiliary support through the vehicle network via the collaborative control unit; it can be flexibly adjusted and optimized according to the configuration of different vehicle models, user personalized preferences, or new functional requirements, improving the system's applicability and life cycle value; 5. This invention supports the configuration or updating of the control strategy parameters of steer-by-wire and auxiliary support through the vehicle network via the collaborative control unit; this means that the system can be flexibly adjusted and optimized according to the configuration of different vehicle models, user personalized preferences, or new functional requirements, improving the system's applicability and life cycle value. Attached Figure Description

[0021] Figure 1 is a schematic diagram of the structure of a collaborative control system and control method for two-wheeled vehicle auxiliary support and steer-by-wire based on an in-vehicle network according to the present invention; Figure 2 is a flowchart of the operation of the collaborative control system and control method for two-wheeled vehicle auxiliary support and steer-by-wire based on an in-vehicle network according to the present invention (Figure 1); Figure 3 is a flowchart of the operation of the collaborative control system and control method for two-wheeled vehicle auxiliary support and steer-by-wire based on an in-vehicle network according to the present invention (Figure 3); Figure 4 is a flowchart of the operation of the collaborative control system and control method for two-wheeled vehicle auxiliary support and steer-by-wire based on an in-vehicle network according to the present invention (Figure 4); Figure 5 is a flowchart of the operation of the collaborative control system and control method for two-wheeled vehicle auxiliary support and steer-by-wire based on an in-vehicle network according to the present invention (Figure 5). Detailed Implementation

[0022] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0023] Please refer to Figures 1-5 for the embodiments. This invention provides a technical solution comprising an onboard communication network module, a rear-wheel drive control system, a front-wheel steer-by-wire subsystem, an electric auxiliary support subsystem, and a cooperative control unit. The rear-wheel drive control system controls the output driving force of the vehicle's rear wheels. The front-wheel steer-by-wire subsystem includes a steering input acquisition unit, a steering actuator, and a steering control unit, used to control the steering angle, steering rate, or steering gain of the vehicle's front wheels. The electric auxiliary support subsystem includes at least one retractable electric auxiliary support actuator and a corresponding support status detection unit, used to provide auxiliary support to the vehicle at low speeds or when stationary. The cooperative control unit communicates with the rear-wheel drive control system, the front-wheel steer-by-wire subsystem, and the electric auxiliary support subsystem through the onboard communication network module. Based on vehicle speed, rear-wheel drive input status, vehicle attitude information, and electric auxiliary support status, the cooperative control unit performs unified and coordinated control of the front-wheel steer-by-wire subsystem and the electric auxiliary support subsystem, establishing a causal relationship between the support status of the electric auxiliary support subsystem and the steering output capability of the front-wheel steer-by-wire subsystem.

[0024] In this embodiment, the front wheel steer-by-wire subsystem, the electric auxiliary support subsystem, and the rear wheel drive control system are all independent functional nodes in the vehicle communication network, used to receive vehicle speed, vehicle attitude, driving status, and fault status information from the vehicle control system.

[0025] Each independent functional node possesses an independent network identifier and message processing capability. Each node, through its independent microprocessor and network controller, subscribes to specific messages periodically broadcast or event-triggered by the vehicle control system. Vehicle speed information includes, but is not limited to, longitudinal speed, lateral speed, and yaw rate; vehicle attitude information includes roll angle, pitch angle, and their angular velocity; drive status information includes the target torque, actual output torque, speed, and operating mode of the rear-wheel drive motor; and fault status information includes self-diagnostic codes and communication timeout status flags for sensors and actuators within each subsystem. Upon receiving this information, each node first performs validity verification and timeliness assessment before using it for local real-time control decisions, while simultaneously providing data support for the global decision-making of the collaborative control unit.

[0026] In this embodiment, the vehicle communication network module includes at least one vehicle bus communication method, which includes CAN, CANFD, LIN or FlexRay.

[0027] The in-vehicle communication network adopts a layered or hybrid network architecture based on different real-time, reliability, and bandwidth requirements. For front wheel steering commands requiring high real-time performance and determinism, auxiliary support status commands, and critical safety status interactions, high-bandwidth, high-determinism CANFD or FlexRay buses are preferred for transmission. For controls with lower real-time requirements and smaller data volumes, such as auxiliary support mechanism motor drives, a LIN bus can be used as a local subnet. Protocol conversion, signal routing, and message arbitration are performed between buses through gateways to ensure that the cooperative control unit can obtain the status information of all nodes in a timely and reliable manner and issue cooperative control commands. The network module also has basic error detection and fault tolerance mechanisms, such as CRC checksum and response timeout monitoring.

[0028] In this embodiment, when the electric auxiliary support subsystem is in the deployed or ground-contact state, the cooperative control unit applies dynamic limits to the maximum steering angle, steering rate, or steering gain of the front wheel steer-by-wire subsystem.

[0029] The dynamic limiting strategy is based on a hierarchical mapping of the specific state of the auxiliary support subsystem. When the support mechanism is in a fully retracted state, no additional restrictions are imposed on the steer-by-wire subsystem. When the support mechanism is in a partially deployed standby state, the cooperative control unit sends instructions to the steering control unit to moderately reduce the maximum permissible steering angle and steering rate limit of the steering system, and may selectively reduce the feedback force of the steering feel. When the support mechanism is in a fully deployed, fully supported state and has been confirmed by pressure sensors to be in stable contact with the ground, the cooperative control unit applies the strictest restrictions, limiting the maximum permissible steering angle to a very small safe range, significantly reducing the steering rate, and even switching the steering mode to a high-damping or locking mode to physically limit the unexpected deflection of the front wheels and ensure the absolute static stability of the vehicle in the supported state.

[0030] In this embodiment, when the vehicle is in a parked state, a low-speed driving state, or when the driver is getting in or out of the vehicle, the cooperative control unit prioritizes controlling the electric auxiliary support subsystem to enter a support or standby state and restricts the steering output of the front wheel steer-by-wire.

[0031] The cooperative control unit continuously monitors vehicle speed signals, parking brake signals, gear signals, and any occupant sensing sensor signals to comprehensively determine whether the vehicle has entered the specific state. Its control logic sequence is as follows: Once the entry conditions are met, the cooperative control unit first sends a preparation intervention command to the electric auxiliary support subsystem. The support control unit then initiates a self-check and pre-charges the drive motor. Subsequently, based on the vehicle speed being below a preset low-speed threshold or zero, the cooperative control unit commands the auxiliary support actuator to extend along a preset trajectory, prioritizing reaching the standby height, or directly extending to the support height as needed for stability. During this process and after the support state is established, the cooperative control unit simultaneously sends a steering suppression command to the steer-by-wire subsystem. This command includes gradually reducing the effective steering angle range, increasing steering resistance, or entering a steering hold mode, ensuring that the risk of vehicle instability or even rollover caused by front wheel steering operations is effectively suppressed during and after the support mechanism's operation.

[0032] In this embodiment, when an abnormal vehicle posture, abnormal self-balancing control, or abnormal front wheel steer-by-wire is detected, the cooperative control unit triggers the intervention of the electric auxiliary support subsystem and puts the front wheel steer-by-wire subsystem into a safety-limited mode.

[0033] The anomaly detection is based on continuous monitoring and fault diagnosis logic of status flags from the inertial measurement unit (IMU), vehicle controller, and various subsystems. Attitude anomalies refer to vehicle roll angle or pitch angle and angular velocity exceeding the dynamic stability threshold based on vehicle speed and operating conditions. Self-balancing control anomalies refer to the balance controller reporting internal actuator failure, sensor failure, or continuous control deviation exceeding limits. Front wheel steer-by-wire anomalies include steering angle sensor failure, steering actuator motor failure, excessive steering angle tracking error, or communication interruption. Once the coordination control unit determines that any anomaly has occurred, it immediately initiates the highest priority emergency coordination process: First, an emergency command is sent to the steer-by-wire subsystem, forcing it into a safety-limited mode. In this mode, the steering actuator is subjected to high damping or locked near the current neutral position to prevent any steering input that may exacerbate instability. At the same time, an emergency deployment command is sent to the electric auxiliary support subsystem. The support control unit drives the actuator to extend rapidly at the maximum safe speed until the pressure sensor confirms contact with the ground and provides physical support. The goal is to achieve emergency support before the vehicle completely loses balance and avoids overturning.

[0034] In this embodiment, when an abnormality is detected in the vehicle communication network or a communication interruption is detected at a critical node, the cooperative control unit controls the electric auxiliary support subsystem to enter a preset safety support state and applies steering restrictions to the front wheel steer-by-wire subsystem.

[0035] Network anomaly detection includes bus shutdown errors, periodic status frame loss timeouts at critical nodes, or continuous signal verification failures. The cooperative control unit has a hardware monitoring circuit independent of the main communication path and a redundant verification mechanism for critical signals. When a network communication anomaly affecting cooperative control is confirmed, the cooperative control unit sends predefined fail-safe commands to the electric assist support subsystem and the front wheel steering subsystem via a preset hard-wired backup signal or a low-bandwidth redundant communication channel. For the electric assist support subsystem, the command unconditionally triggers it to enter a preset safe support state, i.e., according to the solidified safety logic stored within the support control unit, controlling the actuator to extend to the fully supported position and mechanically lock. For the front wheel steering subsystem, the command activates its independent fail-safe logic, which can apply speed-related steering angle limits based on the last received effective vehicle speed, or directly enter a high-damping centering mode to maintain basic straight-line stability until communication is restored or the vehicle comes to a safe stop.

[0036] In this embodiment, the electric auxiliary support actuator is a retractable structure, which may be a wheeled support structure or a sliding support structure.

[0037] The wheeled support structure typically includes a motor-driven, foldable or telescopic support rod, with small swivel casters or fixed wheels at the ends. In the extended state, the support wheels roll against the ground, allowing the vehicle to move within a small range with low resistance while receiving auxiliary support, suitable for scenarios requiring minor adjustments to vehicle position. The sliding support structure typically includes a motor-driven slider, a linkage mechanism, and support feet, with the bottom of the support feet coated with a high-friction material. In the extended state, the support feet slide against the ground, providing stable static friction support, suitable for scenarios requiring secure parking. Both structures integrate position sensors to provide feedback on the extended length, and pressure sensors, if present, to confirm the contact state with the ground and the load-bearing capacity.

[0038] In this embodiment, the collaborative control unit supports parameter configuration or updates for the front wheel steer-by-wire control strategy and the electric assist support control strategy via the vehicle communication network.

[0039] This is achieved through a calibration and diagnostic service protocol stack integrated into the cooperative control unit. Authorized external diagnostic equipment, production line terminals, or certified cloud service platforms can access the cooperative control unit via the vehicle network to securely read and write its internally stored parameter lookup tables or configuration registers. Parameters that can be configured or updated online include, but are not limited to: vehicle speed thresholds for triggering auxiliary support intervention and withdrawal, steering limit amplitude curves corresponding to different support states, various judgment thresholds for anomaly detection, network communication timeouts, and deployment / retraction speed curves of the support mechanism. Strategy updates refer to the overall or partial updates of the core control software running in the cooperative control unit, such as the state machine logic, cooperative arbitration algorithm, and fault handling decision tree, through a secure software flashing process, to adapt to the characteristics of different vehicle platforms, optimize control performance, or meet new functional safety requirements.

[0040] In this embodiment, when a driving input signal is detected in the vehicle and the vehicle speed is greater than a preset threshold, the cooperative control unit controls the electric auxiliary support subsystem to switch from the support state to the retracted state.

[0041] The detection of the drive input signal comprehensively considers throttle opening signals, torque request signals, cruise control activation signals, or drive force commands from the autonomous driving system. The logical judgment process of the cooperative control unit is as follows: When the vehicle is in electric assist support mode, it continuously monitors the effective drive input and the values ​​fed back by the actual vehicle speed sensor. Once a valid driving intention is confirmed and the actual vehicle speed is continuously greater than a set lower threshold, the cooperative control unit determines that the driver or system intends to start driving. At this time, it issues a retraction command to the support control unit; the support control unit controls the auxiliary support actuator to retract from the ground in an orderly manner according to a preset safety sequence; during the retraction process, the cooperative control unit may dynamically adjust the restriction level of the steer-by-wire system according to the real-time vehicle speed and vehicle attitude until the support mechanism is completely retracted and locked, at which point the steer-by-wire system fully restores its normal steering function range, thereby achieving a smooth and safe transition from the support state to the driving state.

[0042] In this embodiment, the cooperative control unit determines whether the vehicle is on a tilted or uneven road surface based on the vehicle attitude information obtained by the inertial measurement unit.

[0043] The cooperative control unit integrates triaxial accelerometer and gyroscope signals from the inertial measurement unit, and through filtering, integration, and attitude calculation algorithms, obtains the vehicle's real-time roll and pitch angles relative to the direction of gravity. By continuously monitoring the steady-state values ​​of these angles when the vehicle is stationary or traveling at very low speeds, and comparing them with reference values ​​calibrated on a level road surface, it can determine whether the vehicle is parked on an inclined surface. By analyzing whether there are unexpected, minor fluctuations or slow drifts in the attitude angles when the vehicle is stationary, it can help determine whether uneven road surfaces are causing inconsistent heights or slight swaying of the vehicle's support points. This judgment result is used to optimize the control strategy of the auxiliary support, such as adjusting the extension of the support mechanism to compensate for the slope on inclined surfaces, or adopting a more cautious support contact strategy on uneven surfaces.

[0044] In this embodiment, the electric auxiliary support subsystem includes at least two independently controllable electric auxiliary support actuators. The collaborative control unit adjusts the extension amount of each electric auxiliary support actuator according to the vehicle posture information so that the vehicle body posture is maintained within a preset posture range.

[0045] When the cooperative control unit decides to activate auxiliary supports and actively adjusts the vehicle's attitude (e.g., when parking on a sloping surface to improve stability or comfort), it calculates the height difference that each auxiliary support actuator needs to compensate for in order to adjust the vehicle to the target level attitude, based on the real-time roll and pitch angles fed back by the inertial measurement unit. The cooperative control unit converts these height adjustment amounts into independent target extension commands for each support mechanism and sends them to the support control unit. The corresponding independent drive channels within the support control unit control the corresponding support motors, precisely driving each support mechanism to extend and retract. During the adjustment process, the inertial measurement unit continuously feeds back new vehicle attitude angles, forming a closed-loop control until the vehicle attitude stabilizes within a preset allowable range. For example, on a road surface where the left side is higher than the right, the system can control the extension of the left support mechanism to be slightly less than that of the right, keeping the vehicle as upright as possible.

[0046] In this embodiment, when it is detected that the contact state between each electric auxiliary support actuator and the ground is inconsistent, the collaborative control unit implements differentiated control for each electric auxiliary support actuator.

[0047] Inconsistent contact status is detected through pressure sensors and microswitches installed at the ends of the support feet, or by analyzing the current characteristics of the support drive motor at the moment of contact. When the cooperative control unit determines from sensor information that some support mechanisms have made firm contact with the ground while others have not yet made contact or have insufficient contact force, it enters a differentiated sequential control mode. The control strategy is as follows: for support mechanisms that have reliably made contact with the ground and whose pressure feedback reaches a preset value, they are controlled to maintain their current extension or be finely adjusted to stabilize the load-bearing capacity; for support mechanisms that have not made contact or have weak contact, they are controlled to continue extending at a controllable speed until their sensors also provide a valid contact signal. Throughout the differential control process, the cooperative control unit closely monitors changes in the vehicle's posture to prevent sudden tilting or swaying of the vehicle due to rapid movement of one side of the support mechanism. Through this differentiated and sequential control strategy of first contact and hold, and then subsequent contact and follow-up, multiple support mechanisms are ensured to smoothly and sequentially make contact with the ground and share the vehicle weight, improving support stability and safety under complex or uneven ground conditions.

[0048] In this embodiment, a collaborative control method for two-wheeled vehicles with auxiliary support and steer-by-wire based on an in-vehicle network is applicable to rear-wheel drive and front-wheel steer-by-wire two-wheeled vehicles, including the following steps: S1, acquiring vehicle speed, rear-wheel drive input state, vehicle attitude information, and electric auxiliary support state through an in-vehicle communication network; S2, determining whether the vehicle is in a parked, low-speed, or normal driving state based on the vehicle speed and rear-wheel drive input state; S3, when the vehicle is in a parked or low-speed state, controlling the electric auxiliary support subsystem to enter a support or standby state, and applying a steering restriction to the front-wheel steer-by-wire; S4, when detecting that the vehicle has entered a normal driving state and meets preset safety conditions, controlling the electric auxiliary support subsystem to retract, and releasing the steering restriction on the front-wheel steer-by-wire.

[0049] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their likenesses.

[0050] The present invention and its embodiments have been described above. This description is not restrictive, and the accompanying drawings are only one embodiment of the present invention; the actual structure is not limited thereto. In conclusion, if those skilled in the art are inspired by this description and design similar structures and embodiments without departing from the spirit of the invention, such designs should fall within the protection scope of the present invention.

Claims

1. A collaborative control system for auxiliary support and steer-by-wire of a two-wheeled vehicle based on an in-vehicle network, characterized in that: The system includes an onboard communication network module, a rear-wheel drive control system, a front-wheel steer-by-wire subsystem, an electric auxiliary support subsystem, and a coordination control unit. The rear-wheel drive control system controls the output driving force of the vehicle's rear wheels. The front-wheel steer-by-wire subsystem includes a steering input acquisition unit, a steering actuator, and a steering control unit, used to control the steering angle, steering rate, or steering gain of the vehicle's front wheels. The electric auxiliary support subsystem includes at least one retractable electric auxiliary support actuator and a corresponding support status detection unit, used to provide auxiliary support to the vehicle at low speeds or when stationary. The coordination control unit communicates with the rear-wheel drive control system, the front-wheel steer-by-wire subsystem, and the electric auxiliary support subsystem through the onboard communication network module. Based on vehicle speed, rear-wheel drive input status, vehicle attitude information, and electric auxiliary support status, the coordination control unit performs unified and coordinated control of the front-wheel steer-by-wire subsystem and the electric auxiliary support subsystem, establishing a causal relationship between the support status of the electric auxiliary support subsystem and the steering output capability of the front-wheel steer-by-wire subsystem.

2. The collaborative control system for two-wheeled vehicle auxiliary support and steer-by-wire based on an in-vehicle network according to claim 1, characterized in that: The front wheel steer-by-wire subsystem, electric auxiliary support subsystem, and rear wheel drive control system are all independent functional nodes in the vehicle communication network, used to receive vehicle speed, vehicle attitude, drive status, and fault status information from the vehicle control system.

3. The collaborative control system for two-wheeled vehicle auxiliary support and steer-by-wire based on an in-vehicle network according to claim 2, characterized in that: The vehicle communication network module includes at least one vehicle bus communication method, which includes CAN, CANFD, LIN or FlexRay.

4. The collaborative control system for two-wheeled vehicle auxiliary support and steer-by-wire based on an in-vehicle network according to claim 3, characterized in that: When the electric auxiliary support subsystem is deployed or in contact with the ground, the cooperative control unit applies dynamic limits to the maximum steering angle, steering rate, or steering gain of the front wheel steer-by-wire subsystem.

5. The collaborative control system for two-wheeled vehicle auxiliary support and steer-by-wire based on an in-vehicle network according to claim 4, characterized in that: When the vehicle is parked, traveling at low speed, or when the driver is getting in or out of the vehicle, the cooperative control unit prioritizes controlling the electric auxiliary support subsystem to enter a support or standby state and limits the steering output of the front wheel steer-by-wire.

6. The collaborative control system for two-wheeled vehicle auxiliary support and steer-by-wire based on an in-vehicle network according to claim 5, characterized in that: When abnormal vehicle posture, self-balancing control, or front wheel steer-by-wire is detected, the cooperative control unit triggers the intervention of the electric auxiliary support subsystem and puts the front wheel steer-by-wire subsystem into a safety-limited mode.

7. The collaborative control system for two-wheeled vehicle auxiliary support and steer-by-wire based on an in-vehicle network according to claim 6, characterized in that: When an anomaly is detected in the vehicle communication network or a communication interruption is detected at a critical node, the cooperative control unit controls the electric auxiliary support subsystem to enter a preset safety support state and applies steering restrictions to the front wheel steer-by-wire subsystem.

8. The collaborative control system for two-wheeled vehicle auxiliary support and steer-by-wire based on an in-vehicle network according to claim 7, characterized in that: The electric auxiliary support actuator is a retractable structure, which can be either a wheeled support structure or a sliding support structure.

9. A collaborative control system for two-wheeled vehicle auxiliary support and steer-by-wire based on an in-vehicle network according to claim 8, characterized in that: The collaborative control unit supports parameter configuration or updates for the front wheel steer-by-wire control strategy and the electric assist control strategy via the vehicle communication network.

10. A collaborative control system for two-wheeled vehicle auxiliary support and steer-by-wire based on an in-vehicle network according to claim 9, characterized in that: When a drive input signal is detected in the vehicle and the vehicle speed is greater than a preset threshold, the cooperative control unit controls the electric auxiliary support subsystem to switch from the support state to the retracted state.

11. A collaborative control system for two-wheeled vehicle auxiliary support and steer-by-wire based on an in-vehicle network according to claim 10, characterized in that: The collaborative control unit determines whether the vehicle is on a tilted or uneven road surface based on the vehicle attitude information obtained by the inertial measurement unit.

12. The collaborative control system for two-wheeled vehicle auxiliary support and steer-by-wire based on an in-vehicle network according to claim 11, characterized in that: The electric auxiliary support subsystem includes at least two independently controllable electric auxiliary support actuators. The collaborative control unit adjusts the extension amount of each electric auxiliary support actuator according to the vehicle posture information so that the vehicle body posture is maintained within a preset posture range.

13. The collaborative control system for two-wheeled vehicle auxiliary support and steer-by-wire based on an in-vehicle network according to claim 12, characterized in that: When the contact status between each electric auxiliary support actuator and the ground is detected to be inconsistent, the collaborative control unit implements differentiated control for each electric auxiliary support actuator.

14. The method for coordinated control of two-wheeled vehicle auxiliary support and steer-by-wire based on an on-board network, as described in claim 1, is characterized in that: This invention is applicable to two-wheeled vehicles with rear-wheel drive and front-wheel steer-by-wire, and includes the following steps: S1, acquiring vehicle speed, rear-wheel drive input status, vehicle attitude information, and electric auxiliary support status through an onboard communication network; S2, determining whether the vehicle is in a parked, low-speed, or normal driving state based on the vehicle speed and rear-wheel drive input status; S3, when the vehicle is in a parked or low-speed state, controlling the electric auxiliary support subsystem to enter a support or standby state, and applying steering restrictions to the front-wheel steer-by-wire. S4. When the vehicle is detected to have entered normal driving mode and the preset safety conditions are met, the electric auxiliary support subsystem is retracted and the steering restriction on the front wheel steer-by-wire is lifted.

Images