drive-by-wire controller

Abstract

This disclosure provides a drive-by-wire controller, including: an abnormal state determination module, used to determine that the steering execution sensing device is in an abnormal working state based on the output information of the steering execution sensing device; the steering execution sensing device is used to sense the steering execution state of the vehicle; a steering execution information determination module, used to determine the steering execution information of the vehicle based on the rigid body motion state information of the vehicle; and a steering control module, used to determine first target steering control information based on steering control request information and steering execution information, and control the vehicle to steer based on the first target steering control information.

Description

Technical Field

[0001] This disclosure relates to the fields of smart mining, autonomous driving, and vehicle control technology, and in particular to a drive-by-wire controller. Background Technology

[0002] Wide-body dump trucks for mining are core equipment for autonomous driving in mining scenarios. The steer-by-wire system, as its core control unit, directly determines the control accuracy of the vehicle's direction, and its performance is crucial to the safety of autonomous driving. The steering control of unmanned wide-body dump trucks for mining utilizes a closed-loop system built around a steering angle sensor. The operational stability, fault diagnosis accuracy, and fault handling rationality of the steering angle sensor directly affect the safety of unmanned operations. Sensor malfunctions can easily lead to safety accidents such as steering deviations.

[0003] To address safety issues caused by single-sensor failures, existing technologies primarily employ redundant sensor solutions. However, redundant sensor solutions do not verify multiple sets of signals, making it impossible to identify anomalies such as signal distortion, which can easily lead to unexpected steering risks. Moreover, even with redundant sensor solutions, there is still the possibility of redundant sensor failures, which can cause the vehicle to lose its steering adjustment capability, potentially posing safety hazards in complex mining environments and failing to meet the high reliability requirements of autonomous driving systems in mines. Summary of the Invention

[0004] This disclosure provides a drive-by-wire controller to address the problems of existing steering angle sensors lacking steering adjustment capability and reliability after failure.

[0005] In view of the above problems, in a first aspect, the present disclosure provides a wired controller, comprising: An abnormal state determination module is used to determine that the steering execution sensing device is in an abnormal working state based on the output information of the steering execution sensing device; the steering execution sensing device is used to sense the steering execution state of the vehicle. The steering execution information determination module is used to determine the steering execution information of the vehicle based on the rigid body motion state information of the vehicle. The steering control module is used to determine first target steering control information based on steering control request information and steering execution information, and to control the vehicle to steer based on the first target steering control information.

[0006] In conjunction with the first aspect, in one possible implementation, the rigid body motion information of the vehicle includes vehicle attitude information; The steering execution information determination module is used to determine the steering execution information of the vehicle based on the vehicle attitude information; and / or, The rigid body motion information of the vehicle includes vehicle trajectory information; The steering execution information determination module is used to determine the steering execution information of the vehicle based on the vehicle driving trajectory information.

[0007] In conjunction with the first aspect, in one possible implementation, the rigid body motion information of the vehicle includes vehicle attitude information and vehicle trajectory information. The steering execution information determination module is used to determine the steering execution information of the vehicle based on the first information; and to monitor the effectiveness of the first information. If the first information is detected to be invalid, the steering execution information of the vehicle is determined based on the second information; or, if the first information is detected to be valid, the steering execution information of the vehicle is determined based on the first information. Wherein, the first information is one of vehicle posture information and vehicle driving trajectory information, and the second information is the other of vehicle posture information and vehicle driving trajectory information; or, the first information is one of vehicle posture information and vehicle driving trajectory information, and the second information is both vehicle posture information and vehicle driving trajectory information.

[0008] In conjunction with the first aspect, in one possible implementation, the first information is vehicle attitude information, and the second information is vehicle trajectory information.

[0009] In conjunction with the first aspect, in one possible implementation, the vehicle attitude information includes: yaw rate; the steering execution information includes: a first executed steering angle; The steering execution information determination module is used to obtain vehicle speed information; The first steering angle is determined based on the wheelbase, the yaw rate, and the vehicle speed.

[0010] In conjunction with the first aspect, in one possible implementation, the vehicle trajectory information includes: the vehicle trajectory curvature value; the steering execution information includes: a second executed steering angle; The steering execution information determination module is used to determine the second steering angle based on the wheelbase and the curvature value of the vehicle's driving trajectory.

[0011] In conjunction with the first aspect, in one possible implementation, the steering execution information determination module is configured to determine that the vehicle attitude information is invalid if at least one of the following conditions is met: The update frequency of the vehicle attitude information is not within the first preset range; The vehicle speed is below the first preset threshold; The value corresponding to the steering execution information determined based on the vehicle attitude information is not within the second preset range; The vehicle attitude information acquisition device is malfunctioning.

[0012] In conjunction with the first aspect, in one possible implementation, the output information of the steering execution sensing device includes: a third executed steering angle; the third executed steering angle includes: a first sub-executed steering angle and a second sub-executed steering angle; The abnormal state determination module is used to determine that the steering mechanism detection device is in an abnormal working state based on the output information of the steering execution sensing device, provided that at least one of the following conditions is met: The third steering angle is not within the third preset range; The update frequency of the third execution steering angle is not within the fourth preset range; Based on the first sub-execution steering angle and the Ackerman geometric verification condition, the expected second sub-execution steering angle is determined; the absolute value of the difference between the expected second sub-execution steering angle and the second sub-execution steering angle is greater than a second preset threshold. The direction of the third steering angle is opposite to the steering direction represented by the steering control request information.

[0013] In conjunction with the first aspect, in one possible implementation, the steering control module is further configured to determine second target steering control information based on the output information of the steering execution sensing device and the steering control request information; and control the vehicle to steer based on the second target steering control information; The abnormal state determination module is also used to monitor the output information of the steering execution sensing device and obtain the monitoring results; The abnormal state determination module is used to determine that the steering execution sensing device is in an abnormal working state based on the monitoring results of the output information of the steering execution sensing device.

[0014] Secondly, the present disclosure provides a vehicle steering control method, comprising: Based on the output information of the steering execution sensing device, it is determined that the steering execution sensing device is in an abnormal working state; the steering execution sensing device is used to sense the steering execution state of the vehicle. Based on the rigid body motion state information of the vehicle, the steering execution information of the vehicle is determined; The first target steering control information is determined based on the steering control request information and the steering execution information, and the vehicle is controlled to steer based on the first target steering control information.

[0015] Thirdly, an unmanned vehicle is provided, comprising: a drive-by-wire controller as described in any embodiment of the first aspect.

[0016] The beneficial effects of the embodiments disclosed herein include: This disclosure provides a drive-by-wire controller, comprising: an abnormal state determination module, used to determine that the steering execution sensing device is in an abnormal working state based on the output information of the steering execution sensing device; the steering execution sensing device is used to sense the steering execution state of the vehicle; a steering execution information determination module, used to determine the vehicle's steering execution information based on the vehicle's rigid body motion state information; and a steering control module, used to determine first target steering control information based on steering control request information and steering execution information, and control the vehicle to steer according to the first target steering control information. The drive-by-wire controller provided in this disclosure, by verifying the output information of the steering execution sensing device, can promptly identify abnormalities, avoid unexpected steering risks, and improve the safety of mining operations. It indirectly obtains steering execution information through the vehicle's rigid body motion state information, solving the problem of steering failure after sensor malfunction, adapting to complex mining scenarios, and reducing safety hazards. Combining steering control request information and steering execution information, a dedicated algorithm calculates the first target steering control information, avoiding steering deviation and meeting the precise and safe operation requirements of mining dump trucks. This drive-by-wire controller can cope with sensor malfunctions caused by harsh mining environments, improve system adaptability, ensure the stable operation of unmanned mining trucks, and facilitate the large-scale application of autonomous driving in mines. Attached Figure Description

[0017] Figure 1 A structural diagram of the wired controller provided in the embodiments of this disclosure; Figure 2 One of the flowcharts for a vehicle steering control method provided in this disclosure embodiment; Figure 3 This is a schematic diagram of the steer-by-wire system provided in an embodiment of the present disclosure; Figure 4 This is a second flowchart of a vehicle steering control method provided in an embodiment of this disclosure. Detailed Implementation

[0018] This disclosure provides a wired controller. Preferred embodiments of this disclosure are described below with reference to the accompanying drawings. It should be understood that the preferred embodiments described herein are for illustrative and explanatory purposes only and are not intended to limit the scope of this disclosure. Furthermore, the embodiments and features described herein can be combined with each other unless otherwise specified.

[0019] This disclosure provides a wired controller, such as... Figure 1 As shown, it includes: The abnormal state determination module 101 is used to determine that the steering execution sensing device is in an abnormal working state based on the output information of the steering execution sensing device; the steering execution sensing device is used to sense the steering execution state of the vehicle. The steering execution information determination module 102 is used to determine the steering execution information of the vehicle based on the rigid body motion state information of the vehicle. The steering control module 103 is used to determine the first target steering control information based on the steering control request information and the steering execution information, and to control the vehicle to steer based on the first target steering control information.

[0020] In this embodiment of the disclosure, during the process of intelligent upgrading of mining operations, wide-body mining dump trucks, as core equipment for earthmoving and ore transportation in open-pit mines, occupy an indispensable and important position in the field of autonomous driving in mining scenarios. Their operational safety and stability directly affect the efficiency and safety of mining operations, making them one of the key carriers driving the transformation and upgrading of the mining industry towards intelligence and unmanned operation. The drive-by-wire steering system, as the core control unit of the unmanned wide-body mining dump truck, directly determines the control accuracy of the vehicle's driving direction. Its operational performance has a multi-dimensional and decisive impact on the safety and reliability of autonomous driving, and is a core technological support for ensuring the stable operation of unmanned mining trucks in complex mining scenarios.

[0021] In the actual operation of unmanned wide-body dump trucks for mining, steering control is mainly based on a closed-loop control system constructed around a steering angle sensor. The steering angle sensor collects angular displacement signals from the steering mechanism to achieve precise control of the vehicle's direction of travel. Therefore, the operational stability of the steering angle sensor, the accuracy of fault diagnosis, and the rationality of fault handling are directly related to the reliability of the steering control of the unmanned mining truck, and have a crucial impact on the safety of automated mining operations. Once the steering angle sensor experiences signal abnormalities or malfunctions, it can easily lead to safety accidents such as vehicle steering deviation and unexpected steering.

[0022] Traditionally, steering angle detection for unmanned wide-body dump trucks in mining operations primarily employs single-sensor or redundant sensors. Single-sensor solutions lack redundancy, meaning a sensor failure directly leads to steering closed-loop control failure. While existing redundant sensor solutions use multiple sensor sets to improve reliability, they lack effective verification of the output signals from these sets. This makes it difficult to promptly identify abnormal scenarios such as sensor signal distortion, data jumps, and installation misalignments. Consequently, the control system may misjudge steering intentions, leading to unexpected steering risks and seriously threatening mine operation safety.

[0023] Furthermore, when the steering angle sensor malfunctions, the existing technology generally adopts the approach of exiting the steering angle closed-loop control mode. Although this approach can avoid the risk of miscontrol caused by the faulty sensor, it will cause the vehicle to lose its directional adjustment ability. Especially in complex operating scenarios such as rugged mine roads and narrow loading and unloading points, the vehicle cannot make precise steering adjustments, which can easily lead to safety hazards such as vehicle skidding, collisions, and overturning. This makes it difficult to meet the high reliability and high safety requirements of the steering system in mining autonomous driving scenarios, thus restricting the large-scale promotion and application of unmanned mining wide-body dump trucks in mining scenarios.

[0024] In this embodiment, the abnormal state determination module 101 is used to monitor the output information of the steering execution sensing device in real time and determine whether the steering execution sensing device is in an abnormal working state. The steering execution information determination module 102 is used to calculate and output reliable steering execution information based on the rigid body motion state information of the vehicle, as the core parameter of steering control, and as a redundant backup when the steering execution sensing device is abnormal. The steering control module 103 integrates the steering control request information and the steering execution information to determine the first target steering control information, drive the vehicle to complete the steering action, and ensure steering accuracy. Thus, it not only ensures the normal steering of the vehicle, but also responds to the abnormality of the steering execution sensing device in a timely manner, ensuring the safety, continuity and accuracy of steering control. The steering execution sensing device can be a steering state sensing component used to sense the steering execution state of the vehicle. For example, the steering execution sensing device can be a left steering cylinder displacement sensor, a right steering cylinder displacement sensor (or other forms of steering angle sensor), and its core function is to sense the actual state of the vehicle during the steering execution process (such as cylinder displacement, steering angle) and obtain output information. The abnormal state determination module 101 monitors the output information to determine whether the steering execution sensing device is in an abnormal working state. Its core purpose is to promptly identify malfunctions or abnormal outputs of the steering execution sensing device, preventing invalid or erroneous sensing data from affecting steering control safety. For example, it compares the received output information with preset abnormal judgment conditions. If the output information meets any one of the abnormal judgment conditions, it outputs a judgment result stating that "the steering execution sensing device is in an abnormal working state"; if it does not meet any abnormal judgment conditions, it determines that the steering execution sensing device is in a normal working state, ensuring the reliability of the sensing data used for subsequent steering control. The steering execution information determination module 102 is used to determine the vehicle's steering execution information based on the vehicle's rigid body motion state information and through a preset algorithm (such as a steering angle calculation formula). For example, the vehicle's rigid body motion state information includes: yaw rate, vehicle trajectory curvature value, etc. According to a preset algorithm, such as calculating the steering angle based on yaw rate, vehicle speed, and wheelbase, or calculating the steering angle based on trajectory curvature value and wheelbase, the received rigid body motion state information is processed and the obtained steering angle is used as the vehicle steering execution information.

[0025] Furthermore, the steering execution information determination module 103 integrates the steering control request information and the steering execution information to determine the first target steering control information, and drives the vehicle steering actuator to control the vehicle to complete the steering action. The steering control request information can be a target turning angle command, output by the intelligent decision layer. The steering execution information determination module 103 receives this steering control request information. Then, it fuses and calibrates the steering control request information and the steering execution information to ensure that the first target steering control information conforms to both the steering intention and the actual steering state of the vehicle. For example, it corrects the steering angle based on the steering execution information to avoid steering deviation, ensuring that the actual vehicle steering angle matches the steering angle requirement of the target turning angle command. Based on the calibrated first target steering control information, it drives the steering actuator to rotate the vehicle's steering wheels, completing the steering action.

[0026] In this embodiment, the abnormal state determination module 101 can monitor the output information of the steering execution sensing device in real time, promptly identify abnormal working states of the steering execution sensing device, avoid using invalid or erroneous sensing data for steering control, and avoid safety hazards such as vehicle deviation, reverse steering, and abnormal steering angle, thus ensuring steering safety. The steering execution information determination module 102 determines steering execution information based on the vehicle's rigid body motion state information. When the steering execution sensing device malfunctions, the steering execution information output by the steering execution information determination module 102 can serve as a redundant backup, replacing the output information of the malfunctioning sensing device, ensuring continuous steering control, avoiding steering interruption, and improving operational continuity. The steering control module 103 integrates steering control request information and steering execution information to calibrate the target steering angle command, ensuring that the first target steering control information conforms to both the steering intention of the unmanned vehicle and the actual steering state of the vehicle, reducing steering deviation and improving the accuracy of steering control.

[0027] In another embodiment of this disclosure, the rigid body motion information of the vehicle includes vehicle attitude information; The steering execution information determination module 102 is used to determine the vehicle's steering execution information based on the vehicle's attitude information; and / or, The rigid body motion information of a vehicle includes its driving trajectory information; The steering execution information determination module 102 is used to determine the vehicle's steering execution information based on the vehicle's driving trajectory information.

[0028] In this embodiment of the disclosure, when the steering execution sensing device malfunctions, two independent and parallel alternative solutions are provided. These are: determining the vehicle's steering execution information based on vehicle attitude information; and determining the vehicle's steering execution information based on vehicle trajectory information. Vehicle attitude information is a set of parameters reflecting the vehicle's own attitude. Vehicle trajectory information is a set of parameters reflecting the vehicle's actual driving path.

[0029] The steering execution information determination module 102 is used to determine the vehicle's steering execution information based on the vehicle's attitude information and by calculating using kinematic formulas. The vehicle attitude information may include at least one of the following: yaw rate, pitch angle, roll angle, longitudinal acceleration, and lateral acceleration. The yaw rate, pitch rate, and roll rate can be acquired by a gyroscope pre-installed on the vehicle. The pitch angle and roll angle can be obtained by integrating the pitch and roll rates. The longitudinal acceleration and lateral acceleration can be acquired by an acceleration sensor pre-installed on the vehicle. For example, if a vehicle is driving down a slope in a mine and the road surface has a slight tendency to sideslip, the steering execution sensing device (steering angle sensor) may experience abnormal vibration, resulting in the following vehicle attitude information: yaw rate... roll angle wheelbase speed Then execute the steering angle. Steering execution information can be the steering angle. For example, if a vehicle is driving on a muddy road in a mine and experiences a slight steering drift, the steering execution sensing device, due to abnormal mud coverage, will output vehicle attitude information such as yaw rate. lateral acceleration wheelbase speed Gravitational acceleration Then the steering angle will be adjusted. This reflects the actual state of the vehicle making a slight right turn correction.

[0030] The steering execution information determination module 102 is used to determine the vehicle's steering execution information based on the vehicle's driving trajectory information. For example, the vehicle driving trajectory information may include at least one of the following: the vehicle's real-time position and the vehicle's driving trajectory curvature value. For instance, by obtaining multiple consecutive real-time vehicle positions through the positioning module, such as coordinates (1000.00, 2000.00), (1002.00, 1999.99), and (1004.00, 1999.96), the vehicle's driving trajectory curvature value can be calculated. Combined with vehicle wheelbase Through the relationship between curvature and steering angle The steering angle is obtained. .

[0031] By using vehicle attitude information and vehicle trajectory information to form a closed loop, steering closed-loop control can still be performed even when the steering angle sensor fails.

[0032] In another embodiment of this disclosure, the rigid body motion information of the vehicle includes vehicle attitude information and vehicle driving trajectory information. The steering execution information determination module 102 is used to determine the vehicle's steering execution information based on the first information; and to monitor the effectiveness of the first information execution. If the first information is found to be invalid, the vehicle's steering execution information is determined based on the second information; or, if the first information is found to be valid, the vehicle's steering execution information is determined based on the first information. The first piece of information is one of vehicle posture information and vehicle trajectory information, and the second piece of information is the other of vehicle posture information and vehicle trajectory information; or, the first piece of information is one of vehicle posture information and vehicle trajectory information, and the second piece of information is both vehicle posture information and vehicle trajectory information.

[0033] In this embodiment, the steering execution information determination module 102 selects one from the vehicle rigid body motion state information as first information, prioritizes the calculation of steering execution information using the first information, and simultaneously monitors the validity of the first information; if the first information is valid, the steering execution information calculated using it is directly used; if the first information is invalid, it switches to the second information. Thus, by prioritizing the first information and backing up the second information, the continuity and reliability of the steering execution information are ensured.

[0034] For example, the first information is vehicle attitude information, and the second information is vehicle trajectory information. Solution 1: The steering execution information determination module 102 is used to determine the vehicle's steering execution information based on the vehicle attitude information; and to perform validity monitoring on the vehicle attitude information; if the vehicle attitude information is detected as invalid, the steering execution information is determined based on the vehicle trajectory information; or, if the vehicle attitude information is detected as valid, the steering execution information is determined based on the vehicle attitude information; for example, collecting vehicle attitude information: yaw rate. yaw angle Wheelbase Speed Then the vehicle's steering execution information Perform validity monitoring on vehicle attitude information. For example, yaw rate. This is within the reasonable range of a slight shift in mining operations. yaw angle The vehicle's tilt is within the permissible range for the mine road surface, data is updated in real time, the gyroscope is functioning correctly, and the vehicle attitude information is deemed valid. If the vehicle attitude information is valid, the steering execution information calculated above will be used as the final steering execution information. If the vehicle attitude information is deemed invalid, for example, the yaw rate... If no update is performed, the vehicle's steering execution information is determined based on the vehicle's driving trajectory information. For example, the curvature value of the vehicle's driving trajectory. The vehicle's real-time location coordinates are (1000, 2000), (1005, 2004), and (1010, 2009) respectively. Vehicle wheelbase. Through the relationship between curvature and steering angle Receive steering execution information When vehicle attitude information is invalid, the inability to obtain alternative information leads to missing steering execution information, resulting in a broken steering loop and the vehicle's inability to steer normally. This can easily cause safety hazards such as skidding, collisions, and overturning during mining operations. In this situation, determining steering execution information based on vehicle trajectory information can quickly compensate for the lack of vehicle attitude information. Vehicle trajectory information can be collected through GPS / BeiDou positioning modules and odometer sensors. This information is independent of the vehicle attitude information collection system and is unaffected by accelerometer malfunctions or vibration interference. It can output effective parameters in real time, ensuring continuous operation of the steering closed loop, maintaining normal vehicle steering control, and preventing operational interruptions.

[0035] For example, the first information is vehicle trajectory information, and the second information is vehicle posture information. Scheme Two: The steering execution information determination module 102 is used to determine the vehicle's steering execution information based on the vehicle trajectory information; and to perform validity monitoring on the vehicle trajectory information; if the vehicle trajectory information is found to be invalid, the steering execution information is determined based on the vehicle posture information; or, if the vehicle trajectory information is found to be valid, the steering execution information is determined based on the vehicle trajectory information. Validity monitoring of the vehicle trajectory information includes, for example, if the vehicle's real-time position coordinates are fixed at (1800, 4200) and not updated, and the vehicle trajectory curvature value remains unchanged, and the positioning module reports a fault, such as signal obstruction preventing positioning, then the validity monitoring determines the vehicle trajectory information to be invalid. Conversely, if the vehicle's real-time position coordinates are continuously updated, and the deviation from the collected vehicle trajectory curvature value is calculated, and the deviation meets the calculated result deviation threshold, and the positioning module shows no abnormality, then the validity monitoring determines the vehicle trajectory information to be valid. When vehicle trajectory information is invalid (e.g., the positioning module is obstructed by mountains or tunnels, data is lost due to dust interference, or trajectory parameters are out of range), the inability to obtain replacement information in a timely manner will lead to missing steering execution information, resulting in the interruption of the steering closed loop and the inability of the vehicle to steer normally. This can easily cause safety hazards such as skidding, collisions, and overturning in mining operations. In this case, determining steering execution information based on vehicle attitude information can quickly compensate for the lack of trajectory information. Vehicle attitude information is collected through gyroscopes and accelerometers, which is independent of the vehicle trajectory information collection system and is not affected by positioning obstruction or interference. It can output effective parameters in real time, ensuring the continuous operation of the steering closed loop, maintaining normal vehicle steering control, and avoiding operation interruption.

[0036] For example, the first information is vehicle attitude information, and the second information is vehicle attitude information and vehicle trajectory information. Solution 3: Steering execution information determination module 102 is used to determine the vehicle's steering execution information based on the vehicle attitude information; and to monitor the validity of the vehicle attitude information; if invalid vehicle attitude information is detected, the steering execution information is determined based on the vehicle attitude information and vehicle trajectory information; or, if valid vehicle attitude information is detected, the steering execution information is determined based on the vehicle attitude information. In cases where invalid vehicle attitude information is detected, for example, a drastic change in yaw rate or missing roll angle data, the coordinates of the real-time vehicle position are collected sequentially as (1000, 2000), (1005, 2003), and (1010, 2007), and the curvature value of the vehicle trajectory is calculated. Take the instantaneous yaw rate. speed Then, based on the vehicle attitude information and vehicle trajectory information, weights are applied to calculate and obtain the steering execution information. To improve data reliability. Mining operations take many forms (steep slopes, curves, loading and unloading areas, tunnels), and the reasons for invalid vehicle attitude information vary in different scenarios (e.g., vibrations from steep slopes causing accelerometer malfunctions, dust interference causing data anomalies), and steering requirements also differ. By combining two types of information to determine steering execution information, the weight of the two types of information can be flexibly adjusted according to the reasons for invalidity in different scenarios (e.g., in steep slope scenarios, vehicle trajectory information is the primary source, supplemented by residual vehicle attitude information; in tunnel scenarios, the yaw rate from vehicle attitude information and the curvature value of vehicle trajectory information are combined), adapting to the steering control requirements of different mining scenarios without the need for additional hardware, thus balancing operational flexibility and economy.

[0037] For example, the first information is vehicle trajectory information, and the second information is vehicle attitude information and vehicle trajectory information. Therefore, Scheme 4: Steering execution information determination module 102 is used to determine the vehicle's steering execution information based on the vehicle trajectory information; and to monitor the validity of the vehicle trajectory information. Step 2: If the detected vehicle trajectory information is invalid, determine the vehicle's steering execution information based on the vehicle attitude information and vehicle trajectory information; or, if the detected vehicle trajectory information is valid, determine the vehicle's steering execution information based on the vehicle trajectory information. For example, in dusty weather in a mine, the positioning module is interfered with, and the detected vehicle trajectory information is invalid. At this time, the curvature value of the vehicle trajectory changes abruptly, and the real-time positioning accuracy of the vehicle decreases. Yaw rate. speed The instantaneously acquired real-time vehicle position coordinates are (2000, 3000), (2002, 3005), and (2004, 3010). The calculated vehicle trajectory curvature value... The steering execution information is obtained by calculating and averaging the vehicle attitude information and vehicle trajectory information respectively. To improve data reliability. Mining operations take many forms (tunnels, curves, steep slopes, loading and unloading areas), and the reasons for invalid vehicle trajectory information vary in different scenarios (e.g., tunnel obstruction, abnormal trajectory parameters on steep slopes), resulting in different steering requirements. By combining vehicle attitude information and vehicle trajectory information to determine steering execution information, the weight of the two types of information can be flexibly adjusted according to the reasons for invalidity in different scenarios (e.g., if vehicle trajectory information is completely invalid in a tunnel, vehicle attitude information takes precedence; if vehicle trajectory information is partially invalid in a dusty environment, valid vehicle trajectory information and vehicle attitude information are combined), adapting to the steering control requirements of different mining scenarios without the need for additional hardware, thus balancing flexibility and economy.

[0038] In another embodiment of this disclosure, the first information is vehicle posture information, and the second information is vehicle driving trajectory information.

[0039] In this embodiment of the present disclosure, as described in Scheme 1 above, the steering execution information determination module 102 is used to determine the steering execution information of the vehicle based on the vehicle posture information; and to perform validity monitoring on the vehicle posture information; if the vehicle posture information is detected to be invalid, the steering execution information of the vehicle is determined based on the vehicle driving trajectory information; or, if the vehicle posture information is detected to be valid, the steering execution information of the vehicle is determined based on the vehicle posture information.

[0040] In another embodiment of this disclosure, the vehicle attitude information includes: yaw rate; the steering execution information includes: a first executed steering angle; The steering execution information determination module 102 is used to obtain vehicle speed information; The first steering angle is determined based on the wheelbase, yaw rate, and vehicle speed.

[0041] In this embodiment of the disclosure, real-time vehicle speed information is collected by an on-board vehicle speed sensor. The steering execution information determination module 102 calls the vehicle's fixed wheelbase parameters, combines the collected vehicle attitude information (yaw rate) and vehicle speed information, substitutes them into the calculation formula, and calculates the first steering angle by arctangent operation.

[0042] The first steering angle is determined based on the wheelbase, yaw rate, and vehicle speed, expressed by the formula: ; in, Indicates the first steering angle. Indicates wheelbase. Indicates yaw rate. This indicates vehicle speed. When the steering execution sensing device malfunctions, it can reliably obtain the first executed steering angle solely through yaw rate, combined with vehicle speed and wheelbase, without relying on its output signal. This avoids steering loop interruption caused by missing steering execution information. The calculation formula aligns with vehicle steering kinematics. By combining the vehicle's fixed wheelbase, real-time yaw rate, and vehicle speed, the calculated first executed steering angle accurately reflects the vehicle's actual steering state, reducing steering deviation and adapting to the steering needs of different mining scenarios. The calculation is completed simply by collecting yaw rate and vehicle speed information and calling the fixed wheelbase parameter, eliminating the need for complex data fusion or additional hardware. This simplifies the steering control logic and reduces reliance on the abnormal steering sensing device. The yaw rate is collected via a gyroscope, and the vehicle speed via a speed sensor, both unaffected by harsh environments such as mining dust and obstructions. This ensures stable and effective data output, guaranteeing accurate determination of the first executed steering angle even in complex mining scenarios, thus ensuring steering safety.

[0043] In another embodiment of this disclosure, the vehicle trajectory information includes: the vehicle trajectory curvature value; the steering execution information includes: the second executed steering angle; The steering execution information determination module 102 is used to determine the second steering angle based on the wheelbase and the curvature value of the vehicle's driving trajectory.

[0044] In this embodiment of the present disclosure, the steering execution information determination module 102 is used to calculate the second steering angle by substituting the wheelbase, combined with the vehicle driving trajectory information (vehicle driving trajectory curvature value), into the calculation formula and through arctangent operation.

[0045] The second steering angle is determined based on the wheelbase and the curvature value of the vehicle's trajectory, expressed by the formula: ; in, Indicates the second steering angle. Indicates wheelbase. This represents the curvature value of the vehicle's trajectory.

[0046] The vehicle trajectory curvature value is an indicator of the degree of curvature of the vehicle's trajectory. A larger value indicates a more pronounced curvature (smaller turning radius); a smaller value indicates a smoother trajectory (larger turning radius). Direction is represented by positive and negative signs; for example, a positive sign indicates a left turn, and a negative sign indicates a right turn. The vehicle trajectory curvature value can be calculated by fitting vehicle trajectory data collected through an onboard positioning module and odometer, or it can be directly obtained from the vehicle trajectory curvature value planned by the intelligent driving domain controller. When the steering execution sensing device malfunctions, it is not necessary to rely on its output signal; the second steering angle can be stably obtained solely through vehicle trajectory information (vehicle trajectory curvature value) combined with a fixed wheelbase. This avoids steering loop interruptions caused by missing steering execution information and ensures normal vehicle steering. This calculation formula conforms to the principles of vehicle steering kinematics. The vehicle trajectory curvature value directly reflects the degree of curvature of the vehicle's trajectory. Combined with the second steering angle calculated using a fixed wheelbase, it can accurately match the actual vehicle trajectory, adapting to the steering needs of different scenarios such as mine main roads, curves, and loading / unloading yards, reducing steering deviation. Only the vehicle's trajectory curvature value needs to be collected, and a fixed wheelbase parameter needs to be called. No additional parameters such as vehicle speed are required, nor is complex data fusion necessary. This simplifies the steering control logic, reduces reliance on abnormal steering sensing devices, and decreases the operational complexity of data collection. The vehicle's trajectory curvature value can be collected through a positioning module and odometer. The collection process is less affected by harsh environments such as vibration, and can stably output valid data. This ensures accurate determination of the second steering angle even in complex mining scenarios, guaranteeing steering safety and operational continuity.

[0047] In another embodiment of this disclosure, the steering execution information determination module 102 is configured to determine that the vehicle attitude information is invalid if at least one of the following conditions is met: Condition 1: The update frequency of vehicle attitude information is not within the first preset range; Condition 2: The vehicle speed is lower than the first preset threshold; Condition 3: The value corresponding to the steering execution information determined based on the vehicle attitude information is not within the second preset range; Condition 4: The vehicle attitude information acquisition device is in a faulty state.

[0048] In this embodiment of the disclosure, the above conditions are "OR relationship" and do not need to be met simultaneously. As long as any one of the conditions is met, the vehicle posture information is determined to be invalid, covering the core scenarios of abnormal vehicle posture information (abnormal update frequency, abnormal vehicle speed adaptation, abnormal steering execution information, and failure of the acquisition device).

[0049] Regarding condition 1 above, vehicle attitude information needs to be updated in real time to accurately reflect changes in the vehicle's dynamic attitude (such as changes in yaw rate during steering). The first preset interval is a reasonable update frequency range set in advance based on the performance of the data acquisition device and the needs of mining operations (such as 10Hz to 20Hz, i.e., collecting data 10 to 20 times per second). When the update frequency is lower than the lower limit of the first preset interval (such as below 10Hz), it indicates that the data update is not timely and cannot keep up with changes in vehicle attitude, and cannot be used as the basis for calculating steering execution information. When the update frequency is higher than the upper limit of the first preset interval (such as above 20Hz), it indicates that the data acquisition device is abnormal (such as data jumps or erroneous data collection), the data is redundant and inaccurate, and the vehicle attitude information is also determined to be invalid.

[0050] Regarding condition 2 above, when the vehicle speed is too low, the vehicle attitude information (such as yaw rate) fluctuates significantly, and the accuracy and stability of the data cannot be guaranteed. For example, when the vehicle is idling at low speed or moving slowly, the yaw rate is close to 0 or fluctuates irregularly. The steering execution information determined based on this data will have a large deviation and cannot be used for steering control. The first preset threshold is a minimum reasonable vehicle speed preset in advance according to the vehicle's operating scenario (such as 3 km / h, adapted to the low-speed operation requirements of mining vehicles). When the vehicle speed is lower than this first preset threshold, the vehicle attitude information is directly determined to be invalid to avoid steering control errors due to data deviation.

[0051] Regarding condition 3 above, the core purpose of vehicle attitude information is to determine steering execution information (such as the first steering angle). If the steering execution information value calculated based on this attitude information exceeds the pre-set second preset range (i.e., the vehicle's physical steering limits and the steering angle range allowed by the operating scenario), it indicates that the attitude information is abnormal (such as data jumps or acquisition errors) and cannot reflect the vehicle's actual steering needs. The second preset range is a reasonable range of steering execution information preset according to the vehicle's physical characteristics and the mining operation scenario. For example, for a wide-body dump truck used in mining, the second preset range can be set to 0° to 60°. If the value exceeds this range, the vehicle cannot achieve physical steering, and the vehicle attitude information is deemed invalid.

[0052] Regarding condition 4 above, the vehicle attitude information acquisition device (such as a gyroscope or accelerometer) is the core equipment for acquiring vehicle attitude information, and its working status directly determines the validity of the attitude information. When the acquisition device malfunctions (such as power failure, sensor damage, wiring fault, or vibration causing inability to acquire data), it cannot output any valid data, or the output data is completely abnormal. In this case, the vehicle attitude information is directly determined to be invalid. Acquisition device malfunctions can be detected in real time through the on-board diagnostic system. When the diagnostic system sends a fault signal, this condition is triggered, and the vehicle attitude information is determined to be invalid.

[0053] By comprehensively considering the aforementioned conditions, the validity of vehicle attitude information can be quickly and accurately determined, avoiding the use of abnormal or inaccurate vehicle attitude information in steering execution calculations. This reduces steering control deviations and mitigates safety hazards such as vehicle deviation and skidding. Determining the validity of vehicle attitude information allows for the early identification of issues such as data acquisition device malfunctions and data anomalies, preventing steering errors caused by invalid vehicle attitude information. This is particularly suitable for dangerous scenarios such as steep slopes and curves in mines, reducing safety hazards such as vehicle collisions and rollovers, and ensuring safe mining operations. When vehicle attitude information is determined to be invalid, backup information (such as vehicle trajectory information) can be promptly switched to determine steering execution information, preventing steering loop interruptions due to invalid attitude information, ensuring normal operation of mining vehicles, and improving operational continuity.

[0054] In another embodiment of this disclosure, the output information of the steering execution sensing device includes: a third execution steering angle; the third execution steering angle includes: a first sub-execution steering angle and a second sub-execution steering angle; The abnormal state determination module 101 is used to determine that the steering mechanism detection device is in an abnormal working state based on the output information of the steering execution sensing device, provided that at least one of the following conditions is met: Condition 1: The third steering angle is not within the third preset range; Condition 2: The update frequency of the third execution steering angle is not within the fourth preset range; Condition 3: Based on the first sub-execution steering angle and the Ackerman geometric verification condition, determine the expected second sub-execution steering angle; the absolute value of the difference between the expected second sub-execution steering angle and the second sub-execution steering angle is greater than the second preset threshold. Condition 4: The direction of the third steering angle is opposite to the steering direction represented by the steering control request information.

[0055] In this embodiment of the disclosure, if any one of the above conditions is met, it can be determined that the steering execution sensing device is in an abnormal working state. The third executed steering angle is the steering execution parameter output by the steering execution sensing device, including: a first sub-executed steering angle and a second sub-executed steering angle. For example, the first sub-executed steering angle is the steering angle of the left wheel, and the second sub-executed steering angle is the steering angle of the right wheel.

[0056] Regarding condition one above, the third preset range is a reasonable range of the third executed steering angle (e.g., 0° to 60°, depending on the vehicle model) preset in advance based on the vehicle's physical steering limits (e.g., maximum steering angle) and actual operational requirements, reflecting the rationality of the third executed steering angle value. When the third executed steering angle is lower than the lower limit of this range (e.g., less than 0°, exceeding the minimum steering angle) or higher than the upper limit of this range (e.g., greater than 60°, exceeding the vehicle's physical steering limits), it indicates that the angle data output by the steering execution sensing device is abnormal (e.g., data acquisition error) and cannot reflect the actual steering state of the vehicle. In this case, the steering execution sensing device is determined to be in an abnormal working state.

[0057] Regarding condition two above, the third requirement is that the steering angle needs to be updated in real time to accurately keep up with changes in the vehicle's steering state (such as continuous adjustments to the angle during steering). The fourth preset range is a reasonable range of update frequency (e.g., 10Hz to 20Hz, i.e., updating data 10 to 20 times per second) set in advance based on the performance of the steering execution sensing device and the vehicle's steering response speed, reflecting the real-time nature of the data. When the update frequency is lower than the lower limit of the fourth preset range (e.g., below 10Hz), it indicates that the data update is not timely and cannot reflect changes in the vehicle's steering angle in real time, leading to steering control lag. When the update frequency is higher than the upper limit of the fourth preset range (e.g., above 20Hz), it indicates that the device's data acquisition is abnormal (e.g., data redundancy, erroneous acquisition), and the accuracy of the data cannot be guaranteed. In both cases, the steering execution sensing device is deemed to be malfunctioning.

[0058] Regarding condition three above, the Ackerman geometry verification condition is a verification rule set based on the vehicle steering geometry principle (Ackerman steering geometry). The core is that the steering angles of the left and right steering wheels must meet a specific proportional relationship to ensure that the vehicle has no slippage and a smooth trajectory during steering. The corresponding expected second sub-execution steering angle can be calculated based on the first sub-execution steering angle. Using the first sub-execution steering angle (e.g., the angle of the outer steering wheel) and the Ackerman geometry verification condition, the expected second sub-execution steering angle (e.g., the theoretical angle of the inner steering wheel) that conforms to physical laws is calculated. The expected second sub-execution steering angle is compared with the actually collected second sub-execution steering angle. If the absolute value of the difference exceeds a second preset threshold (e.g., 0.5°, the maximum allowable deviation), it indicates that the angle data output by the steering execution sensing device does not conform to physical laws, indicating a data acquisition error, and the steering execution sensing device is determined to be abnormal.

[0059] Regarding condition four above, the direction of the third steering angle (positive for left turn, negative for right turn, or vice versa, preset in advance) must be consistent with the direction of the steering control request information. Otherwise, it indicates that the output information of the steering execution sensing device does not match the steering intention, and correct steering cannot be achieved. When the two directions are opposite, it indicates that the steering execution sensing device is collecting or outputting abnormally. If steering control is performed based on this third steering angle, it will cause the vehicle to turn in the opposite direction, causing a safety hazard. In this case, the steering execution sensing device is determined to be in an abnormal working state.

[0060] By implementing measures such as verifying the third steering angle, the coverage and accuracy of fault diagnosis for the steering actuator sensing device have been improved. This comprehensive coverage of various abnormal scenarios for the steering actuator sensing device allows for quick and accurate determination of device malfunctions, preventing the use of incorrect or invalid third steering angles for vehicle steering control, reducing steering deviation, and mitigating safety hazards such as vehicle swerving or reverse steering.

[0061] In another embodiment of this disclosure, the steering control module 103 is further configured to determine second target steering control information based on the output information of the steering execution sensing device and the steering control request information; and control the vehicle to steer based on the second target steering control information. The abnormal state determination module 101 is also used to monitor the output information of the steering execution sensing device and obtain the monitoring results; The abnormal state determination module 101 is used to determine that the steering execution sensing device is in an abnormal working state based on the monitoring results of the output information of the steering execution sensing device.

[0062] In this embodiment, when the steering execution sensing device is in normal working condition, the steering control module 103 is used to fuse the output information of the steering execution sensing device and the steering control request information to determine the second target steering control information, control the vehicle to complete normal steering, and realize the steering control function. The output information of the steering execution sensing device, for example, the third executed steering angle, reflects the vehicle's current actual steering angle. The steering control request information reflects the steering intention of the autonomous driving system. By fusing the two pieces of information, the steering angle and direction are calibrated to determine the second target steering control information (ensuring that the control command conforms to both the steering intention and the actual steering state of the vehicle). Based on the second target steering control information, the vehicle is controlled to complete the corresponding steering action, achieving normal steering.

[0063] The abnormal state determination module 101 is also used to monitor the output information (third steering angle) of the steering execution sensing device in real time and continuously, collect key monitoring data, and form monitoring results. For example, it monitors conditions one to four mentioned above. It determines whether the monitoring results of conditions one to four are met. If the monitoring results show that none of them are met, the steering execution sensing device is in normal working condition; if the monitoring results show that at least one of them is met, the steering execution sensing device is in abnormal working condition. By fusing the output information of the steering execution sensing device and the steering control request information, the second target steering control information is determined to ensure that the steering command conforms to the steering intention and matches the actual steering state of the vehicle, reducing steering deviation and improving the accuracy and reliability of steering control. Through real-time monitoring of the output information of the steering execution sensing device, abnormal data (such as numerical jumps, update lags, and opposite directions) can be quickly captured, providing timely and accurate basis for subsequent abnormal working state determination, realizing early identification of abnormalities, avoiding the expansion of faults, and avoiding safety hazards such as vehicle deviation, reverse steering, and abnormal steering angles.

[0064] Based on the same disclosed concept, embodiments of this disclosure provide a vehicle steering control method, such as... Figure 2 As shown, it includes: S201. Based on the output information of the steering execution sensing device, determine that the steering execution sensing device is in an abnormal working state; the steering execution sensing device is used to sense the steering execution state of the vehicle. S202. Based on the rigid body motion state information of the vehicle, determine the steering execution information of the vehicle; S203. Determine the first target steering control information based on the steering control request information and the steering execution information, and control the vehicle to steer based on the first target steering control information.

[0065] In this embodiment of the disclosure, the steer-by-wire system may include a complete chain from the intelligent decision-making layer, the vehicle coordination layer, the steering control layer to the execution layer, realizing steer-by-wire functionality from signal input, mechanical rotation, hydraulic transmission, and wheel deflection. For example, as shown... Figure 3As shown, the steer-by-wire system may include: an Intelligent Driving Domain Controller (ADCU), a Vehicle Control Unit (VCU), a Steer-by-Wire System Controller (EPS), a Steering Actuator (hydraulic steering system 304), and a Steering Actuation Sensing Device (305). The ADCU, as the core decision-making unit of the intelligent driving system, is responsible for processing perceived environmental information and planning the vehicle's trajectory. At the steering control level, the ADCU sends steering control request information, such as a target steering angle command, to the VCU based on the vehicle's trajectory. It also receives steering execution information from the VCU in real time, such as the current actual steering angle, forming a closed-loop monitoring system to ensure the vehicle travels along the expected trajectory. The VCU is the coordination center for the vehicle's powertrain and chassis systems. In the steering control process, the VCU receives steering control request information from the ADCU and, through the output information of the steering execution sensing device (305), such as displacement sensors mounted on the hydraulic steering cylinders, collects real-time information on the cylinder's extension and retraction status. Based on this input information, the VCU uses a steering angle control algorithm to calculate precise target steering control information in real time, such as the target steering angle value, and sends this target steering angle value to the EPS for execution, achieving precise control of the steering process. After receiving the target steering control information sent by the VCU, the EPS drives the steering motor to operate in the specified direction and angle. The steering motor drives the steering column to rotate through a mechanical connection, thereby triggering the operation of the full hydraulic steering gear, converting the rotational motion of the motor into pressure changes in the hydraulic steering system, ultimately realizing the left or right steering action of the vehicle. Furthermore, the steering actuator can be a hydraulic steering system 304. The hydraulic steering system 304 is a hydraulic transmission device that performs steering actions, including a steering wheel, steering column, steering pump, full hydraulic steering gear, left and right hydraulic steering cylinders, and hydraulic lines. Displacement sensors can be configured on the left and right hydraulic steering cylinders as steering execution sensing devices 305. The EPS steering motor, steering column, and full hydraulic steering gear are integrated into a mechatronic steering actuator. When the EPS motor drives the steering column to rotate, the fully hydraulic steering system converts the mechanical rotation into hydraulic oil pressure and flow, pushing the left and right steering cylinders to extend and retract, thereby causing the steering wheels to deflect and achieving the vehicle's steering function. Displacement sensors monitor the cylinder positions in real time, providing feedback signals to the VCU to ensure the accuracy and safety of steering control. The steering execution sensing device can be a steering state sensing component of the medium hydraulic steering system 304, used to sense the vehicle's steering execution status.For example, the steering execution sensing device can be a left steering cylinder displacement sensor, a right steering cylinder displacement sensor (or other forms of steering angle sensor). Its core function is to sense the actual state of the vehicle during the steering execution process (such as cylinder displacement and steering angle) and feed back the sensed output information to the VCU.

[0066] However, the steering actuator sensing device may be in an abnormal operating state due to malfunction or failure. Fault detection and determination of the steering actuator sensing device's operating state are necessary to ensure the accuracy and validity of the steering actuator status information output by the device, providing a reliable data foundation for subsequent steering control. Based on the output information of the steering actuator sensing device, it is determined that the device is in an abnormal operating state. For example, if the displacement sensor of the right hydraulic steering cylinder remains unchanged (data not updated) due to mine dust accumulation and hydraulic line vibration, the VCU, upon receiving this output information, determines that the steering actuator sensing device is in an abnormal operating state through preset verification logic (such as determining whether the signal is continuously fixed or exceeds a reasonable range). As another example, if the displacement sensor of the left hydraulic steering cylinder malfunctions, the feedback displacement signal may fluctuate drastically (e.g., instantly jumping from 0mm to 500mm, far exceeding the actual maximum displacement of the hydraulic steering cylinder). The VCU, considering the reasonable displacement range for vehicle steering in mining operations, determines that the steering actuator sensing device is in an abnormal operating state and cannot provide reliable steering actuator status output information.

[0067] Because the steering execution sensing device is malfunctioning, the vehicle's current steering execution information is indirectly calculated and determined by combining the vehicle's rigid body motion state information with kinematic relationships. This ensures that subsequent steering control can still be based on the actual vehicle steering state, avoiding steering loss of control due to the steering execution sensing device malfunction. The vehicle's rigid body motion state information refers to parameters that reflect the vehicle's rigid body motion characteristics during driving. In the context of mining wide-body dump trucks, this can include yaw rate, etc., which can be collected by various vehicle state sensors and fed back to the VCU. For example, in mining operations, when the vehicle is driving on a rough road and the left hydraulic steering cylinder displacement sensor malfunctions, the VCU collects the vehicle's rigid body motion state information (yaw rate 0.15 rad / s). Combined with a wheelbase of 5.8m and a vehicle speed of 8km / h, the steering execution information (actual steering angle ≈ 15.3°, steering cylinder displacement ≈ 180mm) is calculated using a preset kinematic model, providing data support for the calculation of the subsequent first target steering control information.

[0068] Furthermore, the VCU combines steering control request information with steering execution information and calculates reasonable first target steering control information using its own steering angle control algorithm. For example, the difference between the steering control request information and the steering execution information is calculated as the first target steering control information. This first target steering control information is then sent to the EPS, which drives the steering motor to work, ultimately achieving precise vehicle steering and solving the problem of the vehicle being unable to steer after the steering execution sensing device malfunctions in existing technologies. The "steering control request information" is issued by the ADCU and represents the steering requirement in autonomous driving scenarios. For example, in mining operations, the ADCU issues a target turning angle command of "turn left 15°" to the VCU based on the vehicle's driving trajectory planning. The first target steering control information is the core output of the VCU. That is, based on the steering control request information and the current actual steering execution information of the vehicle, the target turning angle command is corrected through the steering angle control algorithm to obtain the first target steering control information, ensuring precise and safe steering actions. The VCU sends the first target steering control information to the EPS, which controls the hydraulic steering system according to the first target steering control information to achieve left or right steering of the vehicle.

[0069] This application embodiment verifies the output information of the steering execution sensing device, enabling timely detection of device malfunctions. This avoids the unexpected steering risks caused by "redundant sensors without verification, unable to identify malfunctions" in existing technologies, thus improving the safety of mining operations. By indirectly determining steering execution information through vehicle rigid body motion state information, replacing the output information of malfunctioning steering execution sensing devices, it overcomes the limitation of "loss of steering data upon sensing device failure" and solves the problem of "vehicle unable to steer after sensor failure exiting the closed loop." This is particularly suitable for complex scenarios such as rugged mine roads and narrow loading / unloading areas, reducing the safety hazards of vehicle skidding and collisions. By combining steering control request information and actual steering execution information, the VCU calculates the first target steering control information using a dedicated algorithm, ensuring that the steering action conforms to the requirements of autonomous driving, avoiding steering deviations caused by sensing anomalies, and meeting the core requirements of "precise steering and safe operation" for wide-body mining dump trucks. The entire process does not rely on the normal operation of the steering actuation sensing device, and can cope with sensor failures caused by harsh environments such as mine dust and vibration. This improves the environmental adaptability of the steer-by-wire system, ensures the stable operation of unmanned wide-body mining dump trucks in mining scenarios, and facilitates the large-scale application of autonomous driving in mines. Furthermore, it is perfectly compatible with existing steer-by-wire systems, requiring no modification to existing vehicle control devices, and can be directly adapted to the existing steer-by-wire systems of wide-body mining dump trucks, reducing the cost of technology implementation.

[0070] In another embodiment of this disclosure, the rigid body motion information of the vehicle includes vehicle attitude information; in step S202 above, determining the vehicle's steering execution information based on the vehicle's rigid body motion state information includes: Option 1: Determine the vehicle's steering execution information based on the vehicle's attitude information; and / or, The rigid body motion information of the vehicle includes the vehicle's driving trajectory information; in step S202 above, based on the rigid body motion state information of the vehicle, the steering execution information of the vehicle is determined, including: Option 2: Determine the vehicle's steering execution information based on the vehicle's driving trajectory information.

[0071] In another embodiment of this disclosure, the rigid body motion information of the vehicle includes vehicle attitude information and vehicle trajectory information. In step S202 above, determining the vehicle's steering execution information based on the vehicle's rigid body motion state information includes: Step 1: Based on the first information, determine the vehicle's steering execution information; and monitor the effectiveness of the first information execution. Step 2: If the first information is found to be invalid, determine the vehicle's steering execution information based on the second information; or, if the first information is found to be valid, determine the vehicle's steering execution information based on the first information. The first piece of information is one of vehicle posture information and vehicle trajectory information, and the second piece of information is the other of vehicle posture information and vehicle trajectory information; or, the first piece of information is one of vehicle posture information and vehicle trajectory information, and the second piece of information is both vehicle posture information and vehicle trajectory information.

[0072] In another embodiment of this disclosure, the first information is vehicle posture information, and the second information is vehicle driving trajectory information.

[0073] In this embodiment of the disclosure, vehicle steering execution information is determined based on vehicle attitude information; and the validity of the vehicle attitude information is monitored; if invalid vehicle attitude information is detected, vehicle steering execution information is determined based on vehicle driving trajectory information; or, if valid vehicle attitude information is detected, vehicle steering execution information is determined based on the vehicle attitude information. For example, as... Figure 4As shown, the vehicle controller 302 sends the steering angle sensor failure status to the intelligent driving domain controller 301. The intelligent driving domain controller 301 sends the yaw rate to the vehicle controller 302 and indicates that the current steering angle control state is based on vehicle attitude information. The vehicle controller 302 calculates the steering execution information based on the yaw rate and determines the first target steering control information based on the steering control request information and the steering execution information, and sends it to the steer-by-wire system controller 303. In this case, the vehicle controller 302 performs steering control based on the yaw rate. If invalid vehicle attitude information is detected, such as when the yaw rate is unavailable, the vehicle controller 302 sends the yaw rate unavailable status to the intelligent driving domain controller 301. The intelligent driving domain controller 301 sends the vehicle trajectory curvature value to the vehicle controller 302 and indicates that the current steering angle control state is based on vehicle trajectory information. The vehicle controller 302 calculates steering execution information based on the curvature value of the vehicle's driving trajectory, and determines the first target steering control information based on the steering control request information and the steering execution information, and sends it to the steer-by-wire system controller 303. In this case, the vehicle controller 302 performs steering control based on the curvature value of the vehicle's driving trajectory.

[0074] In another embodiment of this disclosure, the vehicle attitude information includes: yaw rate; the steering execution information includes: a first executed steering angle; Based on the vehicle attitude information, determine the vehicle's steering execution information, including: Obtain vehicle speed information; The first steering angle is determined based on the wheelbase, yaw rate, and vehicle speed.

[0075] In another embodiment of this disclosure, the vehicle trajectory information includes: the vehicle trajectory curvature value; the steering execution information includes: the second executed steering angle; Based on the vehicle's driving trajectory information, determine the vehicle's steering execution information, including: The second steering angle is determined based on the wheelbase and the curvature value of the vehicle's trajectory.

[0076] In another embodiment of this disclosure, the vehicle attitude information is determined to be invalid if at least one of the following conditions is met: Condition 1: The update frequency of vehicle attitude information is not within the first preset range; Condition 2: The vehicle speed is lower than the first preset threshold; Condition 3: The value corresponding to the steering execution information determined based on the vehicle attitude information is not within the second preset range; Condition 4: The vehicle attitude information acquisition device is in a faulty state.

[0077] In another embodiment of this disclosure, the output information of the steering execution sensing device includes: a third execution steering angle; the third execution steering angle includes: a first sub-execution steering angle and a second sub-execution steering angle; In step S201 above, determining that the steering execution sensing device is in an abnormal working state based on the output information of the steering execution sensing device includes: Based on the output information of the steering actuator sensing device, the steering mechanism detection device is determined to be in an abnormal operating state if at least one of the following conditions is met: Condition 1: The third steering angle is not within the third preset range; Condition 2: The update frequency of the third execution steering angle is not within the fourth preset range; Condition 3: Based on the first sub-execution steering angle and the Ackerman geometric verification condition, determine the expected second sub-execution steering angle; the absolute value of the difference between the expected second sub-execution steering angle and the second sub-execution steering angle is greater than the second preset threshold. Condition 4: The direction of the third steering angle is opposite to the steering direction represented by the steering control request information.

[0078] In another embodiment of this disclosure, the method further includes: Step 1: Determine the second target steering control information based on the output information of the steering execution sensing device and the steering control request information; and control the vehicle to steer according to the second target steering control information; Step 2: Monitor the output information of the steering execution sensing device and obtain the monitoring results; In step S201 above, determining that the steering execution sensing device is in an abnormal working state based on the output information of the steering execution sensing device includes: Step 3: Based on the monitoring results of the output information of the steering execution sensing device, determine that the steering execution sensing device is in an abnormal working state.

[0079] Based on the same disclosed concept, this disclosure also provides an unmanned vehicle. Since the principle by which these unmanned vehicles solve the problem is similar to that of the aforementioned drive-by-wire controller, the implementation of the unmanned vehicle can refer to the implementation of the aforementioned drive-by-wire controller, and the repeated parts will not be described again.

[0080] This disclosure provides an unmanned vehicle, including a drive-by-wire controller as described in any of the above embodiments.

[0081] Through the above description of the embodiments, those skilled in the art can clearly understand that the embodiments of this disclosure can be implemented in hardware or by means of software plus necessary general-purpose hardware platforms. Based on this understanding, the technical solutions of the embodiments of this disclosure can be embodied in the form of a software product, which can be stored in a non-volatile storage medium (such as a CD-ROM, USB flash drive, mobile hard drive, etc.) and includes several instructions to cause a computer device (such as a personal computer, server, or network device, etc.) to execute the methods described in the various embodiments of this disclosure.

[0082] Those skilled in the art will understand that the accompanying drawings are merely schematic diagrams of a preferred embodiment, and the modules or processes in the drawings are not necessarily essential for implementing this disclosure.

[0083] Those skilled in the art will understand that the modules in the apparatus of the embodiments can be distributed in the apparatus of the embodiments as described in the embodiments, or they can be located in one or more devices different from this embodiment with corresponding changes. The modules of the above embodiments can be combined into one module, or they can be further divided into multiple sub-modules.

[0084] The sequence numbers of the embodiments disclosed above are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0085] Obviously, those skilled in the art can make various modifications and variations to this disclosure without departing from its spirit and scope. Therefore, if such modifications and variations fall within the scope of the claims of this disclosure and their equivalents, this disclosure is also intended to include such modifications and variations.

Claims

1. A wired controller, characterized in that, include: An abnormal state determination module is used to determine that the steering execution sensing device is in an abnormal working state based on the output information of the steering execution sensing device; The steering execution sensing device is used to sense the steering execution status of the vehicle. The steering execution information determination module is used to determine the steering execution information of the vehicle based on the rigid body motion state information of the vehicle. The steering control module is used to determine first target steering control information based on steering control request information and steering execution information, and to control the vehicle to steer based on the first target steering control information.

2. The wired controller as described in claim 1, characterized in that, The rigid body motion information of the vehicle includes vehicle attitude information; The steering execution information determination module is used to determine the steering execution information of the vehicle based on the vehicle attitude information; And / or, The rigid body motion information of the vehicle includes vehicle trajectory information; The steering execution information determination module is used to determine the steering execution information of the vehicle based on the vehicle driving trajectory information.

3. The wired controller as described in claim 1 or 2, characterized in that, The rigid body motion information of the vehicle includes vehicle attitude information and vehicle trajectory information; The steering execution information determination module is used to determine the steering execution information of the vehicle based on the first information; and to monitor the effectiveness of the first information. If the first information is found to be invalid, the steering execution information of the vehicle is determined based on the second information; Alternatively, if the first information is detected to be valid, the steering execution information of the vehicle can be determined based on the first information; Wherein, the first information is one of vehicle posture information and vehicle driving trajectory information, and the second information is the other of vehicle posture information and vehicle driving trajectory information; or, the first information is one of vehicle posture information and vehicle driving trajectory information, and the second information is both vehicle posture information and vehicle driving trajectory information.

4. The wired controller as described in claim 3, characterized in that, The first information is vehicle attitude information, and the second information is vehicle trajectory information.

5. The wired controller as described in claim 2 or 3, characterized in that, The vehicle attitude information includes: yaw rate; the steering execution information includes: first executed steering angle; The steering execution information determination module is used to obtain vehicle speed information; The first steering angle is determined based on the wheelbase, the yaw rate, and the vehicle speed.

6. The wired controller as described in claim 2 or 3, characterized in that, The vehicle trajectory information includes: vehicle trajectory curvature value; the steering execution information includes: second executed steering angle; The steering execution information determination module is used to determine the second steering angle based on the wheelbase and the curvature value of the vehicle's driving trajectory.

7. The wired controller as described in claim 3, characterized in that, The steering execution information determination module is used to determine that the vehicle attitude information is invalid if at least one of the following conditions is met: The update frequency of the vehicle attitude information is not within the first preset range; The vehicle speed is below the first preset threshold; The value corresponding to the steering execution information determined based on the vehicle attitude information is not within the second preset range; The vehicle attitude information acquisition device is malfunctioning.

8. The wired controller as described in claim 1, characterized in that, The output information of the steering execution sensing device includes: a third executed steering angle; the third executed steering angle includes: a first sub-executed steering angle and a second sub-executed steering angle; The abnormal state determination module is used to determine that the steering mechanism detection device is in an abnormal working state based on the output information of the steering execution sensing device, provided that at least one of the following conditions is met: The third steering angle is not within the third preset range; The update frequency of the third execution steering angle is not within the fourth preset range; Based on the first sub-execution steering angle and the Ackerman geometric verification condition, the expected second sub-execution steering angle is determined; the absolute value of the difference between the expected second sub-execution steering angle and the second sub-execution steering angle is greater than a second preset threshold. The direction of the third steering angle is opposite to the steering direction represented by the steering control request information.

9. The wired controller as described in claim 1, characterized in that, The steering control module is further configured to determine second target steering control information based on the output information of the steering execution sensing device and the steering control request information; and control the vehicle to steer based on the second target steering control information; The abnormal state determination module is also used to monitor the output information of the steering execution sensing device and obtain the monitoring results; The abnormal state determination module is used to determine that the steering execution sensing device is in an abnormal working state based on the monitoring results of the output information of the steering execution sensing device.

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