Emergency steering control apparatus and method for steer-by-wire system

Abstract

The present disclosure provides an emergency steering control device for an SbW system in which at least one component is configured with a redundancy structure of a main system and a backup system, wherein the device includes a control unit that monitors the status of said component at preset intervals using at least one redundancy structure sensor to detect an abnormality of the main system including at least one of a sensor error, a communication error, a power supply abnormality, and a motor abnormality, attempts to restore the main system when an abnormality of the main system is detected, and activates an emergency mode to execute a safety control algorithm when the restoration of the main system is impossible.

Description

Technology Field

[0001] The present disclosure relates to a steering control device and method that can be applied to a vehicle. Background Technology

[0002] A Steer by Wire (SbW) system is a vehicle steering technology that eliminates the mechanical connection between the traditional steering wheel and the road wheels and enables steering to be controlled by electrical signals through sensors and electronic control units. When a driver operates the steering wheel, an electronic sensor collects the corresponding signal and transmits it to an electronic control unit (ECU), and the ECU controls the steering angle of the road wheels by driving a steering actuator based on the received signal.

[0003] The SbW system offers the advantage of enhancing vehicle design utility and enabling improved steering responsiveness and control precision by eliminating mechanical connectivity. However, it presents a drawback in that normal steering control may become difficult if sensors, actuators, or ECUs malfunction. Therefore, a solution is required to ensure stable vehicle control in the event of a malfunction in the SbW system. The problem to be solved

[0004] The present disclosure provides an apparatus and method that, in the event of an anomaly in the SbW system, ensures the stability of the vehicle using a backup system and enables stable control of the vehicle through the activation of an emergency mode. means of solving the problem

[0005] In one aspect, the present disclosure provides an emergency steering control device for an SbW system comprising at least one component having a redundancy structure of a main system and at least one component having a backup system, wherein the device monitors the state of the component at preset intervals using at least one redundancy structure sensor to detect an abnormality of the main system including at least one of a sensor error, a communication error, a power supply abnormality, and a motor abnormality; when an abnormality of the main system is detected, the device attempts to restore the main system; and if restoration of the main system is impossible, the device activates an emergency mode to execute a safety control algorithm.

[0006] In another aspect, the present disclosure may provide an emergency steering control method for an SbW system in which at least one component is configured with a redundancy structure of a main system and a backup system, comprising the steps of: monitoring the state of the component at preset intervals using at least one redundancy structure sensor to detect an abnormality of the main system including at least one of a sensor error, a communication error, a power supply abnormality, or a motor abnormality; attempting to restore the main system when an abnormality of the main system is detected; and activating an emergency mode and executing a safety control algorithm when restoration of the main system is impossible. Effects of the invention

[0007] According to the present disclosure, in response to an abnormality in the SbW system, the abnormality in the SbW system is immediately detected and the driver is warned thereof, thereby enabling stable control of the vehicle.

[0008] In addition, by learning the driver's usual driving patterns based on an artificial intelligence (AI) model, the vehicle can be precisely controlled by maintaining the driver's natural operation even if an anomaly occurs in the SbW system.

[0009] In particular, by utilizing a backup system, it is possible to provide a system and method capable of stably controlling a vehicle not only in the event of a single failure but also in the event of multiple failures where abnormalities occur in several parts. Brief explanation of the drawing

[0010] FIG. 1 is a block diagram schematically illustrating a steer-by-wire steering device to which the present disclosure may be applied. FIG. 2 is a block diagram schematically showing an emergency steering control device of an SbW system according to the present disclosure. FIG. 3 is a block diagram schematically illustrating a redundant SbW system according to the present disclosure. FIG. 4 is a block diagram schematically illustrating the function of an emergency steering control device of an SbW system according to the present disclosure. FIG. 5 is a flowchart schematically illustrating an emergency steering control method of an SbW system according to the present disclosure. Specific details for implementing the invention

[0011] Hereinafter, some embodiments of the present disclosure will be described in detail with reference to the exemplary drawings. In assigning reference numerals to the components of each drawing, the same components may have the same reference numeral as much as possible, even if they are shown in different drawings. Furthermore, in describing the embodiments, if it is determined that a detailed description of related known components or functions may obscure the essence of the technical concept, such detailed description may be omitted. Where terms such as "comprising," "having," or "consisting of" are used in this specification, other parts may be added unless "only" is used. Where a component is expressed in the singular, it may include a plural unless otherwise specified.

[0012] Additionally, terms such as first, second, A, B, (a), (b), etc., may be used to describe the components of the present disclosure. These terms are used merely to distinguish the components from other components, and the nature, order, sequence, or number of the components are not limited by such terms.

[0013] In describing the positional relationship of components, where it is stated that two or more components are "connected," "combined," or "joined," it should be understood that while the two or more components may be directly "connected," "combined," or "joined," they may also be "connected," "combined," or "joined" with other components "intervened." Here, the other components may be included in one or more of the two or more components that are "connected," "combined," or "joined" with one another.

[0014] In describing the temporal flow relationship regarding components, methods of operation, or methods of production, for example, when the temporal or sequential relationship is described using "after," "following," "next," or "before," it may include cases where the relationship is not continuous unless "immediately" or "directly" is used.

[0015] Meanwhile, where numerical values ​​or corresponding information regarding a component (e.g., levels, etc.) are mentioned, even without separate explicit notation, the numerical values ​​or corresponding information may be interpreted as including a range of error that may occur due to various factors (e.g., process factors, internal or external shocks, noise, etc.).

[0016] In the present disclosure, the speed of a vehicle may be classified into low speed, medium speed, and high speed. Specifically, low speed may refer to a case where the vehicle speed is 30 km / h or less, medium speed may refer to a case where the speed is greater than 30 km / h and less than or equal to 70 km / h, and high speed may refer to a case where the speed is 70 km / h or more. This is merely one embodiment, and specific numerical values ​​of speed may be set differently depending on the case.

[0017] Hereinafter, various embodiments of the present disclosure will be described in detail with reference to the attached drawings.

[0018] FIG. 1 is a block diagram schematically illustrating a steer-by-wire steering device to which the present disclosure may be applied.

[0019] Referring to FIG. 1, a Steer by Wire (SbW) system (1) as a front wheel steering system according to one embodiment may include a steering control device, a Steering Feedback Actuator (SFA, 20) and a Road Wheel Actuator (RWA, 30), etc.

[0020] A SbW system (1) according to one embodiment may mean a system that controls the driving direction of a vehicle by adjusting the direction of the front wheels of a vehicle equipped with a steering system (1) according to the rotation angle of a steering wheel (21) operated by a driver.

[0021] The SbW system (1) as a front wheel steering system according to the present disclosure illustrated in FIG. 1 may include an SFA (20), a steering control device (10), and an RWA (30), etc. In such an SBW system, the upper stage device including a steering wheel, a steering column, and an SFA, and the lower stage device including a rack bar drive device (pinion gear, a ball nut, and a steering motor that drives it, etc.) operate independently without mechanical connection between them.

[0022] SFA (20) may refer to a device into which steering information intended by the driver is input. As described above, this SFA (20) may include a steering wheel (21), a steering shaft (22), and a reaction motor (23). Additionally, although not illustrated, it may further include a steering gear that transmits the rotational force of the reaction motor (23) to the steering shaft (22).

[0023] The steering wheel (22) can rotate between the left steering lock section and the right steering lock section with the steering shaft (22) as the axis of rotation. Here, the lock section may refer to the limit point at which the steering wheel can move. The lock section may be composed of a steering damper, etc.

[0024] The reaction motor (23) can receive a command current from the steering control device (10) and provide feedback torque to the steering wheel. In one embodiment, the reaction motor (23) receives a command current from the steering control device (10), drives at a rotational speed indicated by the command current to generate feedback torque, and can transmit the feedback torque to the steering wheel (21) through a worm and a worm wheel.

[0025] SFA (20) may include sensors such as a steering angle sensor that detects the steering angle of the steering wheel, a torque sensor that detects the driver's torque, a steering angle sensor that detects the steering angle velocity of the steering wheel, a torque sensor that detects the driver's torque, and a steering angle velocity sensor that detects the steering angle velocity of the steering wheel.

[0026] The steering control device (10) receives steering information from each sensor included in the SFA (20), calculates a control value, and outputs an electrical signal indicating the control value to the RWA. Here, the steering information may refer to information including at least one of a steering angle, a steering angle velocity, and a driver torque.

[0027] Meanwhile, the steering control device (10) receives feedback on the actual power information (e.g., rack position information) output from the RWA (30), calculates a control value, and outputs an electrical signal indicating the control value to the SFA (20) to provide a steering sensation (steering sensation) to the driver.

[0028] RWA (30) may refer to a device that drives the actual vehicle to steer. This RWA (30) may include a steering motor (31), a rack (32), a front wheel (33), a vehicle speed sensor, a rack position sensor, etc.

[0029] And, SFA (20) and RWA (30) may further include a motor torque sensor capable of detecting the motor torque of the reaction motor (23) and the steering motor (31).

[0030] The steering motor (31) can move the rack (32) in the axial direction. Specifically, the steering motor (31) is driven by receiving a command current from the steering control device (10) and can cause the rack (32) to move linearly in the axial direction. That is, the rack (32) can move linearly between the left lock end, which is the left movement limit point, and the right lock end, which is the right movement limit point.

[0031] The rack (32) can perform linear motion by driving the steering motor (31), and through the linear motion of the rack (32), the front wheel (33) can be steered to the left or right.

[0032] Although not shown, the SbW system (1) may further include a clutch, etc., capable of separating or combining the SFA (20) and RWA (30). Here, the clutch may be operated by the control of the steering control device (10).

[0033] Meanwhile, when the front wheel steering system is the SbW system (1) and the vehicle is driving in autonomous driving mode, the SbW system (1) can control the steering of the vehicle by controlling only the RWA (30), or control both the SFA (20) and the RWA (30) to control the steering of the vehicle.

[0034] Although R-EPS (Rack-type EPS) was illustrated and explained as an SBW system in Figure 1, hydraulic EPS, C-EPS (Column-type EPS), DP-EPS (Dual Pinion-type EPS), etc., may also be used.

[0035] As described above, in the case of an SbW system, the SFA (20) and RWA (30) can be mechanically separated. Therefore, the steering wheel connected to the upper unit must be rotated according to the movement of the rack bar of the lower unit where actual steering takes place, so that the driver can feel the steering sensation. To this end, the force or torque applied to the steering wheel is a reaction torque. In this specification, the reaction torque applied to the steering wheel is used with the same meaning as feedback torque, reaction force, feedback force, etc.

[0036] Meanwhile, while driving, a slip phenomenon may occur in which the vehicle moves laterally instead of steering in the desired direction due to road surface conditions, wheel imbalance, etc. When such vehicle slip occurs, an oversteer phenomenon, in which the vehicle is steered more than the target steering angle, or an understeer phenomenon, in which the vehicle is steered less than the target steering angle, may occur.

[0037] Although the present disclosure describes only SbW systems, this is merely an example and the systems to which the present disclosure can be applied are not limited thereto, and the system may be applied without being limited to systems utilizing steering.

[0038] FIG. 2 is a block diagram schematically showing an emergency steering control device of an SbW system according to the present disclosure.

[0039] Referring to FIG. 2, the emergency steering control device (100) of the SbW system may include a control unit (110) that monitors the status of the component at least once using a redundancy structure sensor of the SbW system, detects an abnormality of the main system including at least one of a sensor error, a communication error, a power supply abnormality, and a motor abnormality, attempts to restore the main system when an abnormality of the main system is detected, and if restoration of the main system is impossible, activates an emergency mode to execute a safety control algorithm.

[0040] The control unit (110) can detect an abnormality in the main system by using at least one redundant structure sensor to monitor the status of the components constituting the main system at preset intervals. According to one example, the redundant structure sensor may include a sensor for monitoring the status of the components. That is, the redundant structure sensor may be configured with various sensors capable of monitoring the status of components, such as an ECU, sensors, motors, and batteries, in a redundant manner. By applying a redundant structure to the sensors for monitoring components, the redundant structure sensor allows each sensor to perform monitoring, thereby enabling the real-time detection of an abnormality in the main system and a rapid response. The control unit (110) can continuously detect an abnormality in the main system by checking the status of the components at preset unit times. For example, the control unit (110) can immediately detect an abnormality in the main system by setting the preset unit time in milliseconds.

[0041] Major abnormalities that can be detected by the control unit (110) may include errors in sensors, including at least one of a steering angle sensor and a torque sensor, and errors in the electronic control unit (ECU). Additionally, it may include errors such as interruption of power supply or defects in the battery, and errors related to the motor, such as overheating or failure of the motor. However, this is merely an example and is not limited thereto, and any abnormality of a component that can affect the normal operation of the main system may be included as an abnormality of the main system without limitation.

[0042] According to one example, the control unit (110) may use a redundant structure sensor and an artificial intelligence (AI) model to quickly detect and respond to an abnormality in the main system. According to one example, the artificial intelligence (AI) model may be an artificial intelligence (AI) model that has been pre-learned based on at least one of the patterns of past failure data, the driving patterns of a driver, or the patterns of sensor data. In this case, the artificial intelligence (AI) model may be a machine learning model that has been learned using given data. However, it is not limited to a machine learning model, and any model based on rule-based artificial intelligence (AI) or a method of learning to identify abnormalities may be applied without limitation. This will be explained in detail with reference to FIG. 4.

[0043] If the control unit (110) detects an abnormality in the main system, it may attempt to restore the main system. For example, the control unit (110) may attempt to reboot the ECU of the main system to restore the main system. Additionally, the control unit (110) may attempt to reset the software and hardware of the main system. The control unit (110) may attempt to restore the main system by recalibrating or resetting the sensor to collect data again, and by attempting to re-communicate after suspending the sensor for a certain period of time. The control unit (110) may attempt to restore the main system by checking the voltage or charge status related to the power supply and attempting to resolve power-related errors by restarting the system.

[0044] If the control unit (110) succeeds in restoring the main system, the steering of the vehicle can be controlled using the restored main system. If the control unit (110) fails to restore the main system, data related to the main system malfunction can be stored in the memory (120). Below, we will examine the case where the control unit (110) fails to restore the main system.

[0045] The control unit (110) may attempt to restore the main system, but if it determines that the restoration of the main system is impossible, it may activate an emergency mode. By activating the emergency mode, the control unit (110) may execute a safety control algorithm. By executing the safety control algorithm, the control unit (110) may perform at least one of the following: stable stopping of the vehicle linked to the brake system, maintaining minimal steering based on an artificial intelligence (AI) model, or speed control applying an optimal deceleration curve based on vehicle behavior analysis by vehicle speed.

[0046] According to one example, the control unit (110) is linked with the brake system to ensure stable stopping of the vehicle and can control the vehicle from veering to one side by using the Electronic Stability Control (ESC). The use of the ESC is in accordance with the known details, and further specific details are omitted.

[0047] According to one example, the control unit (110) may use an artificial intelligence (AI) model that adjusts the steering angle to output within a preset stable range in order to maintain minimal steering. In this case, the AI ​​model may be pre-trained to output a steering angle by taking monitoring values ​​from various failure scenarios as input. As described above, if the steering angle can be adjusted to output within a preset stable range, the AI ​​model is not limited to a specific model. In the present disclosure, minimal steering may refer to the minimum level of steering required to ensure the vehicle drives safely. Additionally, when the driver inputs a sudden steering, the control unit (110) may control the steering by using the AI ​​model to correct the sudden steering input to steering within a preset stable range. In the present disclosure, sudden steering may refer to steering outside the preset stable range.

[0048] Specifically, when a steering outside the stability range is input while the vehicle is traveling at high speed, the control unit (110) can control the vehicle by considering the condition of the road surface while driving using an artificial intelligence (AI) model and outputting a steering angle within a preset stability range based on a vehicle dynamics model. The vehicle dynamics model may include concepts such as the speed of the vehicle. The vehicle dynamics model is based on known models, and further detailed description is omitted. The control unit (110) may use an additional steering motor or an auxiliary drive system to maintain minimal steering.

[0049] According to one example, the control unit (110) may use vehicle behavior analysis by vehicle speed to apply an optimal deceleration curve for speed control. That is, the control unit (110) may adjust the steering ratio and the degree of deceleration to respond to a main system malfunction according to the vehicle speed.

[0050] Specifically, when the vehicle is traveling at a low speed, the control unit (110) can control the steering by maintaining the existing steering ratio. Additionally, the control unit (110) can warn the driver that an abnormality has occurred in the main system or control the vehicle to stop immediately. When the vehicle is traveling at a medium speed, the control unit (110) can stably control the steering even in the case of sudden steering input by slowing down the response speed. Additionally, the control unit (110) can stably control the steering of the vehicle by controlling the vehicle so that it does not deviate from the lane. When the vehicle is traveling at a high speed, the control unit (110) can prevent sudden changes in the vehicle's steering by limiting the steering angle that can be input through the steering wheel. The control unit (110) can use an artificial intelligence (AI) model to correct the driver's steering wheel operation so that it can be smooth. Additionally, when braking of the vehicle is required, the control unit (110) can control the vehicle so that the vehicle is braked stably by gradually reducing the vehicle's speed.

[0051] As a result, the control unit (110) can ensure the stability of the vehicle by activating an emergency mode and executing a safety control algorithm when an abnormality occurs in the main system. In addition, the control unit (110) can stably control the steering of the vehicle by responding differently according to the speed of the vehicle.

[0052] According to one example, the control unit (110) can control the steering of the vehicle by activating the backup system before activating the emergency mode, but can activate the emergency mode if an abnormality occurs in the backup system and recovery of the backup system is impossible. The aforementioned detection of an abnormality in the main system and the attempt to recover the main system can be applied equally to the backup system, and to avoid redundant explanations, the same content as previously described may be omitted.

[0053] The control unit (110) can monitor the status of components constituting the backup system using at least one redundant structure sensor. According to one example, the redundant structure sensor may include a sensor for monitoring the status of components. That is, the redundant structure sensor may be configured with redundancy for various sensors capable of monitoring the status of components such as an ECU, sensors, a motor, and a battery. By applying a redundancy structure to the sensors for monitoring components, the redundant structure sensor allows each sensor to perform monitoring, thereby enabling the real-time detection of abnormalities in the backup system and rapid response. The control unit (110) can continuously detect abnormalities in the backup system by checking the status of components at preset unit times. For example, the control unit (110) can immediately detect when an abnormality occurs in the backup system by setting the preset unit time in milliseconds (ms). The major abnormalities that can be detected may be errors in sensors including at least one of a steering angle sensor and a torque sensor, or errors in the electronic control unit (ECU). In addition, it may be an error including interruption of power supply or defects in the battery, and an error related to the motor including overheating or failure of the motor. However, this is merely an example and is not limited thereto, and any abnormality in a component that may affect the normal operation of the backup system may be included as an abnormality of the backup system without limitation.

[0054] The control unit (110) may attempt to restore the backup system if an abnormality is detected in the backup system. According to one example, the control unit (110) may attempt to reboot the ECU of the backup system to restore the backup system. Additionally, the control unit (110) may attempt a reset to reset the software and hardware of the backup system. The control unit (110) may attempt to restore the backup system by recalibrating or resetting the sensor to collect data again, and by attempting to re-communicate after suspending the sensor for a certain period of time. The control unit (110) may attempt to restore the backup system by checking the voltage or charge status in relation to the power supply and attempting to resolve power-related errors by restarting the system. If the control unit (110) determines that the backup system cannot be restored, it may activate an emergency mode.

[0055] The control unit (110) can generate a vehicle interface control signal to perform warnings and steering control differently depending on the vehicle's speed range when steering by the driver is impossible due to an SbW system malfunction. The control unit (110) can warn the driver by utilizing the vehicle interface. For example, it can warn the driver by controlling the steering wheel to vibrate in a certain pattern. In addition, it can warn the driver by outputting a warning message to a display mounted in the vehicle.

[0056] According to one example, if the control unit (110) detects an abnormality in the main system, it can use a vehicle interface control signal to warn the driver of an abnormality in the SbW system. The control unit (110) can generate a vehicle interface control signal and provide the driver with information regarding the process of controlling the steering of the vehicle in response to an abnormality in the SbW system.

[0057] According to one example, the control unit (110) may suggest measures that the driver can take in response to an SbW system malfunction, taking into account the vehicle's condition or driving speed. Specifically, when the vehicle is traveling at a low speed, the control unit (110) may output a warning message regarding the SbW system malfunction and assist in steering the vehicle to stably control the vehicle. When the vehicle is traveling at a medium speed, the control unit (110) may output a warning sound and induce emergency deceleration of the vehicle. According to one example, the induction of emergency deceleration of the vehicle may utilize an Advanced Emergency Braking System (AEBS). The operation of the Advanced Emergency Braking System follows known details, and further detailed explanation is omitted.

[0058] Consequently, the control unit (110) can monitor the main system to detect abnormalities in real time, and if an abnormality is detected, it can respond using an artificial intelligence (AI) model. If the control unit (110) detects an abnormality in the main system, it can attempt to restore the main system. If the control unit (110) determines that the main system cannot be restored, it can activate an emergency mode and execute a safety control algorithm. Before activating the emergency mode, the control unit (110) can activate a backup system to control steering. The control unit (110) can monitor the backup system to detect whether an abnormality has occurred in real time, and if an abnormality is detected in the backup system, it can attempt to restore the backup system. If the backup system cannot be restored, the control unit (110) can activate an emergency mode and execute a safety control algorithm. If steering by the driver is impossible due to a system abnormality, the control unit (110) can generate a vehicle interface control signal to activate the vehicle interface and output a warning about the system abnormality to the driver.

[0059] Below, we will examine in detail the SbW system, in which at least one component is configured with a redundancy structure of the main system and the backup system, with reference to Fig. 3.

[0060] FIG. 3 is a block diagram schematically illustrating a redundant SbW system according to the present disclosure.

[0061] Referring to FIG. 3, the emergency steering control device (100) of the SbW system can detect an abnormality in the main system by monitoring the status of the components of the SbW system, which is configured with a redundancy structure of the main system (310) and the backup system (320). Although FIG. 3 shows the emergency steering control device (100) of the SbW system located inside the SbW system, the emergency steering control device (100) of the SbW system may be an external device located outside the SbW system as needed.

[0062] According to one example, the emergency steering control device (100) of the SbW system may be configured with a redundant structure of a main system and a backup system, including at least one of a dual motor, a dual Electric Control Unit (ECU), and a dual power system. The main system (310) may include at least one of an ECU 1 (311), a sensor 1 (312), a motor 1 (313), or a battery 1 (314). The backup system (320) may include at least one of an ECU 2 (321), a sensor 2 (322), a motor 2 (323), and a battery 2 (324). However, this is merely an example and is not limited thereto, and as long as the technical concept of the present disclosure can be applied substantially the same way, the components constituting the SbW system may be configured as a main system and a backup system without limitation.

[0063] According to one example, if an abnormality occurs in the main system (310), the emergency steering control device (100) of the SbW system can activate the backup system (320). The emergency steering control device (100) of the SbW system can safely control steering for a certain period of time by immediately activating the backup system (320) when an abnormality is detected in the main system (310).

[0064] For example, if it is determined that the motor 1 (313) of the main system (31) is faulty, the emergency steering control device (100) of the SbW system can immediately activate the motor 2 (323) of the backup system (320). At this time, the motor 2 (323) of the backup system (320) can operate at lower power than the motor 1 (313) and can control steering for a certain period of time. If it is determined that the ECU 1 (311) of the main system (310) is faulty, the emergency steering control device (100) of the SbW system can immediately activate the ECU 2 (321) of the backup system (320). At this time, the ECU 1 (311) and the ECU 2 (321) are independently connected to power, so that even if the ECU 1 (311) is inoperable, the ECU 2 (321) can operate normally and maintain steering. As a result, the emergency steering control unit of the SbW system can safely control the vehicle's steering by immediately activating the backup system when it detects an abnormality in the main system.

[0065] The numerical symbols used in the drawings in this disclosure are for distinguishing identical components only and do not indicate the order of arrangement or operation of the components, and the numbers may be assigned differently as needed.

[0066] In the above description, the emergency steering control device (100) of the SbW system is described on the premise that it is implemented as a separate device, but within the scope that does not contradict the technical concept of the present disclosure, the ECU 2 (321) of the backup system may be configured to perform the role of the control unit of the emergency steering control device of the SbW system.

[0067] Below, we will examine the functions of the SbW system emergency steering control unit.

[0068] FIG. 4 is a block diagram schematically illustrating the function of an emergency steering control device of an SbW system according to the present disclosure.

[0069] According to one example, the emergency steering control device of the SbW system can detect an abnormality (401) in the main system. The emergency steering control device of the SbW system can detect an abnormality in the main system by using at least one redundant structure sensor to monitor the status of the components constituting the main system at preset intervals. According to one example, the redundant structure sensor may include a sensor for monitoring the status of the components. That is, the redundant structure sensor may be configured with various sensors capable of monitoring the status of components such as the ECU, sensors, motors, and batteries in a redundant manner. By applying a redundant structure to the sensors for monitoring components, the redundant structure sensor allows each sensor to perform monitoring, thereby enabling the detection of an abnormality in the main system in real time and a rapid response. The emergency steering control device of the SbW system can continuously detect an abnormality in the main system by checking the status of the components at preset unit times. For example, the emergency steering control device of the SbW system can immediately detect an abnormality in the main system by setting the preset unit time in milliseconds (ms).

[0070] Major abnormalities that can be detected by the emergency steering control unit of the SbW system may be errors in sensors, including at least one of a steering angle sensor and a torque sensor, or errors in the electronic control unit (ECU). Additionally, errors may include interruption of power supply or defects in the battery, and errors related to the motor, including overheating or failure of the motor. However, this is merely an example and is not limited thereto, and any abnormality in a component that may affect the normal operation of the main system may be included as an abnormality of the main system without limitation.

[0071] According to one example, the emergency steering control device of the SbW system may utilize redundant sensors and an artificial intelligence (AI) model to rapidly detect and respond to an anomaly in the main system. The AI ​​model may be a pre-trained model based on at least one of patterns in past failure data, driving patterns of the driver, or patterns in sensor data. In this case, the AI ​​model may be a machine learning model trained using given data. However, it is not limited to machine learning models; any rule-based AI model or a model trained to identify anomalies may be applied without restriction. The AI ​​model and machine learning model are as disclosed, and further specific details are omitted.

[0072] According to one example, the data for training an artificial intelligence (AI) model may be at least one of patterns of past failure data, driving patterns of a driver, or patterns of sensor data. This is merely one example and is not limited thereto; it can be applied without limitation as long as it can be utilized to identify abnormalities in the main system. Specifically, the emergency steering control device of the SbW system can analyze patterns by integrating time-series data of each sensor signal using an artificial intelligence (AI) model trained based on sensor data. Subsequently, the emergency steering control device of the SbW system can detect in real time whether an abnormality has occurred in a component of the main system by comparing the pattern characteristics when the main system is operating normally with the input sensor data. In addition, the emergency steering control device of the SbW system can correct errors caused by the detected abnormality by applying an algorithm for error correction using the artificial intelligence (AI) model. The emergency steering control device of the SbW system can determine whether the error corresponds to a transient error by measuring the duration of the error. When the emergency steering control device of the SbW system determines that an error corresponds to a continuous error, it calculates a correction value capable of correcting the error and outputs a control signal, thereby minimizing the impact caused by an abnormality in the main system. The algorithm for correcting the error follows a known standard, and further specific details are omitted.

[0073] Referring again to FIG. 4, if an abnormality occurs in the main system, the emergency steering control device of the SbW system may attempt to restore the main system (402). For example, the emergency steering control device of the SbW system may attempt to reboot the ECU of the main system to restore the main system. In addition, the emergency steering control device of the SbW system may attempt to reset the software and hardware of the main system. The emergency steering control device of the SbW system may attempt to restore the main system by recalibrating or resetting the sensor to collect data again, and by attempting to re-communicate after stopping the sensor for a certain period of time. The emergency steering control device of the SbW system may attempt to restore the main system by checking the voltage or charge status in relation to the power supply and attempting to resolve power-related errors by restarting it.

[0074] Referring again to FIG. 4, the emergency steering control device of the SbW system can activate an emergency mode (403) when it is determined that recovery of the main system is impossible. When the emergency mode is activated, the emergency steering control device of the SbW system can execute a safety control algorithm. By executing the safety control algorithm, the emergency steering control device of the SbW system can perform at least one of the following: stable stopping of the vehicle in conjunction with the brake system, maintaining minimal steering based on an artificial intelligence (AI) model, or speed control applying an optimal deceleration curve based on vehicle behavior analysis by vehicle speed.

[0075] Specifically, according to one example, the emergency steering control device of the SbW system is linked with the brake system to ensure stable stopping of the vehicle and can control the vehicle from veering to one side by utilizing the Electronic Stability Control (ESC). Specifically, the ESC can control the vehicle body to steer in a desired direction by selectively applying braking force to specific road wheels to regulate the rotational moment generated when the vehicle turns. The emergency steering control device of the SbW system can stably control steering by using the ESC to prevent the vehicle from veering to one side or rotating during braking. The ESC is in accordance with the known, and further specific details are omitted.

[0076] According to one example, the emergency steering control device of the SbW system may utilize an artificial intelligence (AI) model that adjusts the steering angle to output within a preset stable range in order to maintain minimal steering. In this case, the AI ​​model may be pre-trained to output a steering angle by taking monitoring values ​​from various failure scenarios as input. As described above, the AI ​​model is not limited to a specific model as long as it can be adjusted to output a steering angle within a preset stable range. In this disclosure, minimal steering may refer to the minimum level of steering required to ensure the vehicle drives safely. Additionally, when a driver inputs a sudden steering, the emergency steering control device of the SbW system may control the steering by using an AI model to correct the sudden steering input to steering within a preset stable range. In this disclosure, sudden steering may refer to steering that is outside the preset stable range.

[0077] More specifically, when a steering input outside the stability range is received while the vehicle is traveling at high speed, the emergency steering control unit of the SbW system can utilize an artificial intelligence (AI) model to consider the condition of the road surface being traveled on and control the vehicle to output a steering angle within a preset stability range based on a vehicle dynamics model. The vehicle dynamics model may include concepts such as vehicle speed. The vehicle dynamics model conforms to known standards, and further detailed explanation is omitted. The emergency steering control unit of the SbW system may utilize a redundant steering motor or an auxiliary drive system to maintain minimal steering.

[0078] According to one example, the emergency steering control unit of an SbW system can utilize vehicle behavior analysis by vehicle speed for speed control applying an optimal deceleration curve. That is, the emergency steering control unit of the SbW system can adjust the steering ratio and the degree of deceleration according to the vehicle speed to respond to main system malfunctions.

[0079] More specifically, when the vehicle is traveling at low speeds, the emergency steering control unit of the SbW system can control steering by maintaining the existing steering ratio. Additionally, the emergency steering control unit of the SbW system can warn the driver that an abnormality has occurred in the main system or control the vehicle to stop immediately. When the vehicle is traveling at medium speeds, the emergency steering control unit of the SbW system can control steering by slowing down the response speed to steering inputs. By slowing down the response speed, the emergency steering control unit of the SbW system can stably control steering even in the case of sudden steering inputs. Furthermore, it can stably control the vehicle's steering by preventing the vehicle from deviating from the lane. When the vehicle is traveling at high speeds, the emergency steering control unit of the SbW system can prevent sudden changes in steering by limiting the steering angle that can be input through the steering wheel. Based on an artificial intelligence (AI) model, the emergency steering control unit of the SbW system can make corrections to enable the driver to operate the steering wheel smoothly. In addition, the emergency steering control unit of the SbW system can control the vehicle to brake stably by gradually reducing the vehicle's speed when braking is required.

[0080] Consequently, the emergency steering control unit of the SbW system can ensure vehicle stability by activating an emergency mode and executing a safety control algorithm in the event of a malfunction in the main system. Furthermore, the emergency steering control unit of the SbW system can stably control the vehicle's steering by responding differently according to the vehicle's speed.

[0081] An optimal deceleration curve according to one example may refer to a target speed set by the control unit to stably decelerate or brake the vehicle according to the vehicle's driving speed. Additionally, the optimal deceleration curve may be used to include optimal deceleration control, which is a process in which the control unit stably controls the vehicle by decelerating or braking the vehicle in consideration of the vehicle's driving speed. The optimal deceleration curve conforms to known standards, and a more detailed description is omitted.

[0082] Referring again to FIG. 4, the emergency steering control device of the SbW system can activate the backup system (404) before activating the emergency mode. The emergency steering control device of the SbW system can activate the emergency mode if an abnormality occurs in the backup system and recovery of the backup system is impossible. The aforementioned detection of an abnormality in the main system and the attempt to recover the main system can be applied equally to the backup system. To avoid redundant explanations, content identical to what was previously described may be omitted.

[0083] The emergency steering control unit of the SbW system can monitor the status of components constituting the backup system using at least one redundant structure sensor. According to one example, the redundant structure sensor may include a sensor for monitoring the status of components. That is, the redundant structure sensor may be configured with redundancy among various sensors capable of monitoring the status of components, such as ECUs, sensors, motors, and batteries. By applying a redundancy structure to the sensors for monitoring components, the redundant structure sensor allows each sensor to perform monitoring, thereby enabling the real-time detection of abnormalities in the backup system and a rapid response. The emergency steering control unit of the SbW system can continuously detect abnormalities in the backup system by checking the status of components at preset unit times. For example, the emergency steering control unit of the SbW system can immediately detect an abnormality in the backup system by setting the preset unit time to milliseconds (ms).

[0084] Major anomalies detectable by the emergency steering control unit of the SbW system may include errors in sensors, such as at least one of a steering angle sensor or a torque sensor, or errors in the electronic control unit (ECU). Additionally, the anomalies may include interruptions in power supply or defects in the battery, and errors related to the motor, such as overheating or failure of the motor. However, this is merely an example and is not limited thereto; any anomaly corresponding to a component malfunction that can affect the normal operation of the backup system may be included as an anomaly of the backup system without limitation. The emergency steering control unit of the SbW system may utilize redundant sensors and artificial intelligence (AI) models to rapidly detect and respond to an anomaly in the backup system. A detailed explanation regarding the utilization of redundant sensors and AI models to detect and respond to system anomalies is identical to the previously mentioned description and will be omitted to avoid redundancy.

[0085] The emergency steering control unit of the SbW system may attempt to restore the backup system if an anomaly is detected in the backup system. According to one example, the emergency steering control unit of the SbW system may attempt to reboot the backup system's ECU to restore the backup system. Additionally, the emergency steering control unit of the SbW system may attempt a reset to reconfigure the software and hardware of the backup system. The emergency steering control unit of the SbW system may attempt to restore the backup system by re-collecting data by recalibrating or resetting the sensors, or by attempting to re-communicate after interrupting the sensors for a certain period of time. The emergency steering control unit of the SbW system may attempt to restore the backup system by checking the voltage or charge status related to the power supply and restarting it to attempt to resolve power-related errors.

[0086] Referring again to FIG. 4, the emergency steering control device of the SbW system can generate an interface control signal (405). The emergency steering control device of the SbW system can generate a vehicle interface control signal to perform warnings and steering control differently depending on the vehicle speed range when steering by the driver is impossible due to an SbW system malfunction. The emergency steering control device of the SbW system can warn the driver by utilizing the vehicle interface. For example, if an SbW system malfunction occurs and steering cannot be controlled according to the driver's will, the driver can be warned by controlling the steering wheel to vibrate in a certain pattern. In addition, the driver can be warned by outputting a warning message indicating the occurrence of an SbW system malfunction on a display mounted in the vehicle. By generating a vehicle interface control signal, the emergency steering control device of the SbW system can provide the driver with information regarding the process of controlling the vehicle's steering in response to the SbW system malfunction.

[0087] According to one example, the emergency steering control device of the SbW system may propose measures that a driver can take in response to an SbW system malfunction, taking into account the vehicle's condition or driving speed. Specifically, when the vehicle is traveling at a low speed, the emergency steering control device of the SbW system may output a warning message regarding the SbW system malfunction and assist in steering the vehicle to stably control the vehicle. When the vehicle is traveling at a medium speed, the emergency steering control device of the SbW system may output a warning sound and induce emergency deceleration of the vehicle. In the present disclosure, the induction of emergency deceleration of the vehicle may utilize an Advanced Emergency Braking System (AEBS). The Advanced Emergency Braking System is based on known standards, and further detailed description is omitted.

[0088] Consequently, the emergency steering control device of the SbW system can detect an abnormality (401) in the main system and attempt to restore the main system (402). The emergency steering control device of the SbW system can activate the emergency mode (403), but can activate the backup system (404) before activating the emergency mode. The emergency steering control device of the SbW system can warn the driver by generating an interface control signal (405) when steering by the driver is impossible due to an abnormality in the SbW system. Below, regarding the operation of the emergency steering control device (100) of the SbW system, the emergency steering control method of the SbW system performed by the emergency steering control device (100) of the SbW system will be described. To avoid redundant explanations, content identical to what has been previously described may be omitted.

[0089] FIG. 5 is a flowchart schematically illustrating an emergency steering control method of an SbW system according to the present disclosure.

[0090] Referring to FIG. 5, the emergency steering control device of the SbW system is configured in an emergency steering control method of the SbW system in which at least one component is configured in a redundancy structure of a main system and a backup system, and can detect an abnormality of the main system including at least one of a sensor error, a communication error, a power supply abnormality, and a motor abnormality by monitoring the state of the component at preset intervals using at least one redundancy structure sensor (S501).

[0091] According to one example, the redundant structure sensor may include a sensor for monitoring the status of a component. That is, the redundant structure sensor may be configured with various redundant sensors capable of monitoring the status of components such as the ECU, sensors, motor, and battery. By applying a redundancy structure to the sensors for monitoring components, the redundant structure sensor allows each sensor to perform monitoring, thereby enabling the real-time detection of abnormalities in the main system and a rapid response. The emergency steering control unit of the SbW system can continuously detect abnormalities in the main system by checking the status of the component at preset unit times. For example, the emergency steering control unit of the SbW system can immediately detect an abnormality in the main system by setting the preset unit time in milliseconds (ms). Major abnormalities that can be detected may include errors in sensors, including at least one of a steering angle sensor and a torque sensor, or errors in the electronic control unit (ECU). Additionally, it may be an error including a power supply interruption or a battery defect, or an error related to the motor, including motor overheating or failure. However, this is merely an example and is not limited thereto; any abnormality in a component that may affect the normal operation of the main system may be included as an abnormality of the main system without limitation.

[0092] According to one example, the emergency steering control device of the SbW system may utilize redundant sensors and an artificial intelligence (AI) model to rapidly detect and respond to an anomaly in the main system. The AI ​​model may be a pre-trained AI model based on at least one of patterns in past failure data, driving patterns of the driver, or patterns in sensor data. In this case, the AI ​​model may be a machine learning model trained using given data. However, it is not limited to machine learning models; any rule-based AI or model trained to identify anomalies may be applied without restriction. The AI ​​model and machine learning model are as disclosed, and further specific details are omitted.

[0093] According to one example, the data for training an artificial intelligence (AI) model may be at least one of patterns of past failure data, driving patterns of a driver, or patterns of sensor data. This is merely one example and is not limited thereto; it can be applied without limitation as long as it can be utilized to identify abnormalities in the main system. Specifically, the emergency steering control device of the SbW system can analyze patterns by integrating time-series data of each sensor signal using an artificial intelligence (AI) model trained based on sensor data. Subsequently, the emergency steering control device of the SbW system can detect in real time whether an abnormality has occurred in a component of the main system by comparing the pattern characteristics when the main system is operating normally with the input sensor data. In addition, the emergency steering control device of the SbW system can correct errors caused by the detected abnormality by applying an algorithm for error correction using the artificial intelligence (AI) model. The emergency steering control device of the SbW system can determine whether the error corresponds to a transient error by measuring the duration of the error. When the emergency steering control device of the SbW system determines that an error corresponds to a continuous error, it calculates a correction value capable of correcting the error and outputs a control signal, thereby minimizing the impact caused by an abnormality in the main system. The algorithm for correcting the error follows a known standard, and further specific details are omitted.

[0094] Again, referring to FIG. 5, the emergency steering control device of the SbW system may attempt to restore the main system when an abnormality is detected in the main system (S502).

[0095] For example, the emergency steering control unit of the SbW system may attempt to reboot the main system's ECU to restore the main system. Additionally, the emergency steering control unit of the SbW system may attempt a reset to reconfigure the main system's software and hardware. The emergency steering control unit of the SbW system may attempt to restore the main system by recalibrating or resetting sensors to collect data again, or by attempting to re-communicate after interrupting the sensors for a certain period. The emergency steering control unit of the SbW system may attempt to restore the main system by checking the voltage or charge status related to the power supply and restarting it to attempt to resolve power-related errors. If the emergency steering control unit of the SbW system successfully restores the main system, the vehicle can control steering using the main system.

[0096] The emergency steering control unit of the SbW system can store data related to main system abnormalities in memory if the main system fails to recover, and the emergency steering control unit of the SbW system can activate emergency mode. Below, we will examine the process by which the emergency steering control unit of the SbW system activates emergency mode and executes safety control algorithms.

[0097] Again, referring to FIG. 5, the emergency steering control device of the SbW system can activate an emergency mode and execute a safety control algorithm (S503) when recovery of the main system is impossible.

[0098] The emergency steering control unit of the SbW system can execute a safety control algorithm when the emergency mode is activated. By executing the safety control algorithm, the emergency steering control unit of the SbW system can perform at least one of the following: stable stopping of the vehicle in conjunction with the brake system, maintaining minimal steering based on an artificial intelligence (AI) model, or speed control applying an optimal deceleration curve based on vehicle behavior analysis by vehicle speed.

[0099] According to one example, the emergency steering control device of the SbW system is linked with the brake system to ensure stable stopping of the vehicle and can control the vehicle from veering to one side using the Electronic Stability Control (ESC). The ESC is in accordance with the known, and further specific details are omitted.

[0100] According to one example, the emergency steering control device of the SbW system may utilize an artificial intelligence (AI) model that adjusts the steering angle to output within a preset stable range in order to maintain minimal steering. In this case, the AI ​​model may be pre-trained to output a steering angle by taking monitoring values ​​from various failure scenarios as input. As described above, the AI ​​model is not limited to a specific model as long as it can be adjusted to output a steering angle within a preset stable range. In this disclosure, minimal steering may refer to the minimum level of steering required to ensure the vehicle drives safely. Additionally, when a driver inputs a sudden steering, the emergency steering control device of the SbW system may control the steering by using an AI model to correct the sudden steering input to steering within a preset stable range. In this disclosure, sudden steering may refer to steering that is outside the preset stable range. More specifically, when a steering input outside the stability range is received while the vehicle is traveling at high speed, the emergency steering control unit of the SbW system can utilize an artificial intelligence (AI) model to consider the condition of the road surface being traveled on and control the vehicle to output a steering angle within a preset stability range based on a vehicle dynamics model. The vehicle dynamics model may include concepts such as vehicle speed. The vehicle dynamics model conforms to known standards, and further detailed explanation is omitted. The emergency steering control unit of the SbW system may utilize a redundant steering motor or an auxiliary drive system to maintain minimal steering.

[0101] According to one example, the emergency steering control unit of an SbW system can utilize vehicle behavior analysis by vehicle speed for speed control applying an optimal deceleration curve. That is, the emergency steering control unit of the SbW system can adjust the steering ratio and the degree of deceleration according to the vehicle speed to respond to main system malfunctions.

[0102] More specifically, when the vehicle is traveling at low speeds, the SbW system's emergency steering control unit can control steering by maintaining the existing steering ratio. Additionally, the SbW system's emergency steering control unit can warn the driver that an abnormality has occurred in the main system or control the vehicle to stop immediately. When the vehicle is traveling at medium speeds, the SbW system's emergency steering control unit slows down the response speed to steering inputs, allowing for stable steering control even in the case of sudden steering inputs. Furthermore, it controls the vehicle to prevent it from veering out of its lane, thereby ensuring stable steering control. When the vehicle is traveling at high speeds, the SbW system's emergency steering control unit can prevent sudden changes in steering by limiting the steering angle that can be input via the steering wheel. Based on an artificial intelligence (AI) model, the SbW system's emergency steering control unit can make corrections to allow the driver to operate the steering wheel smoothly. Additionally, when braking is required, the SbW system's emergency steering control unit can control the vehicle to gradually reduce speed, ensuring stable braking.

[0103] Consequently, the emergency steering control unit of the SbW system can ensure vehicle stability by activating an emergency mode and executing a safety control algorithm in the event of a malfunction in the main system. Furthermore, the emergency steering control unit of the SbW system can stably control the vehicle's steering by responding differently according to the vehicle's speed.

[0104] According to one example, the emergency steering control device of the SbW system can control the steering of the vehicle by activating the backup system before activating the emergency mode; however, if a malfunction occurs in the backup system and recovery of the backup system is impossible, the emergency mode can be activated. The aforementioned detection of anomalies in the main system and the attempt to recover the main system may be applied equally to the backup system, and to avoid redundant explanations, details identical to those previously described may be omitted.

[0105] The emergency steering control unit of the SbW system can detect abnormalities in the backup system by monitoring the status of components constituting the backup system at preset intervals using at least one redundant structure sensor. According to one example, the redundant structure sensor may include a sensor for monitoring the status of components. That is, the redundant structure sensor may be configured with redundancy among various sensors capable of monitoring the status of components such as ECUs, sensors, motors, and batteries. By applying a redundancy structure to the sensors for monitoring components, the redundant structure sensor allows each sensor to perform monitoring, thereby enabling the real-time detection of abnormalities in the backup system and a rapid response. The emergency steering control unit of the SbW system can continuously detect abnormalities in the backup system by checking the status of components at preset unit times. For example, the emergency steering control unit of the SbW system can immediately detect the occurrence of an abnormality in the backup system by setting the preset unit time to milliseconds (ms).

[0106] Major abnormalities that can be detected by the emergency steering control unit of the SbW system may be errors in sensors, including at least one of a steering angle sensor and a torque sensor, or errors in the electronic control unit (ECU). Additionally, errors may include interruption of power supply or defects in the battery, and errors related to the motor, including overheating or failure of the motor. However, this is merely an example and is not limited thereto, and any abnormality in a component that may affect the normal operation of the backup system may be included as an abnormality of the backup system without limitation.

[0107] The emergency steering control unit of the SbW system may attempt to recover the backup system if an anomaly is detected in the backup system. According to one example, the emergency steering control unit of the SbW system may attempt to reboot the backup system's ECU to recover the backup system. Additionally, the emergency steering control unit of the SbW system may attempt a reset to reconfigure the software and hardware of the backup system. The emergency steering control unit of the SbW system may attempt to recover the backup system by recalibrating or resetting the sensors to collect data again, or by attempting to re-communicate after interrupting the sensors for a certain period of time. The emergency steering control unit of the SbW system may attempt to recover the backup system by checking the voltage or charge status related to the power supply and restarting it to attempt to resolve power-related errors. If the emergency steering control unit of the SbW system determines that recovery of the backup system is impossible, it may activate emergency mode.

[0108] According to one example, the emergency steering control device of the SbW system can generate vehicle interface control signals to perform warnings and steering control differently depending on the vehicle's speed range when steering by the driver is impossible due to an SbW system malfunction. For example, it can warn the driver by controlling the steering wheel to vibrate in a specific pattern. Additionally, it can warn the driver by outputting a warning message to a display mounted in the vehicle. By generating vehicle interface control signals, the emergency steering control device of the SbW system can provide the driver with information regarding the process of controlling the vehicle's steering in response to the SbW system malfunction.

[0109] According to one example, the emergency steering control device of the SbW system may propose measures that a driver can take in response to an SbW system malfunction, taking into account the vehicle's condition or driving speed. Specifically, when the vehicle is traveling at a low speed, the emergency steering control device of the SbW system may output a warning message regarding the SbW system malfunction and assist in steering the vehicle to stably control the vehicle. When the vehicle is traveling at a medium speed, the emergency steering control device of the SbW system may output a warning sound and induce emergency deceleration of the vehicle. In the present disclosure, the induction of emergency deceleration of the vehicle may utilize an Advanced Emergency Braking System (AEBS). The Advanced Emergency Braking System is based on known standards, and further detailed description is omitted.

[0110] Consequently, the emergency steering control unit of the SbW system can monitor the main system to detect anomalies, and if an anomaly is detected, it can detect it in real time and respond using an artificial intelligence (AI) model (S501). If the emergency steering control unit of the SbW system detects an anomaly in the main system, it can attempt to restore the main system (S502). If the emergency steering control unit of the SbW system determines that restoration of the main system is impossible, it can activate an emergency mode and execute a safety control algorithm (S503). Before activating the emergency mode, the emergency steering control unit of the SbW system can control steering by activating a backup system. The control unit can generate a vehicle interface control signal if steering by the driver is impossible due to an anomaly occurring in the SbW system.

[0111] The above description is merely an illustrative explanation of the technical concept of the present disclosure, and a person skilled in the art to which the example pertains may make various modifications and variations within the scope of the essential characteristics of the technical concept. Furthermore, since these embodiments are intended to explain rather than limit the technical concept of the example, the scope of the technical concept is not limited by these embodiments.

[0112] The devices, methods, configurations, glyphs, and operations described herein may be implemented in digital electronic circuits, or computer software, firmware, or hardware comprising structures disclosed herein and structural equivalents, or combinations of one or more of these. The glyphs described herein may be implemented as one or more computer programs, for example, as one or more modules of computer program instructions encoded on a computer storage medium to control execution by a data processing device or operation by a data processing device. Program instructions may be encoded in artificially generated propagated signals, for example, mechanically generated electrical, optical, or electromagnetic signals generated to encode information for transmission to a suitable receiver device for execution by a data processing device. The computer storage medium may be or may include a computer-readable storage device, a computer-readable storage substrate, a random or serial access memory array or device, or a combination of one or more of these. Although the computer storage medium is not a propagated signal, the computer storage medium may be a source or destination of computer program instructions encoded in an artificially generated propagated signal. Additionally, a computer storage medium may be one or more individual physical components or media (e.g., multiple CDs, disks, or other storage devices) or may include. The operations described herein may be implemented as operations performed by a data processing device on data stored in one or more computer-readable storage devices or data received from other sources.

[0113] The foregoing description is merely an illustrative explanation of the technical concept of the present disclosure, and those skilled in the art to which the present disclosure pertains may make various modifications and variations within the scope of the essential characteristics of the technical concept. Furthermore, since these embodiments are intended to explain rather than limit the technical concept of the present disclosure, the scope of the technical concept is not limited by these embodiments.

Claims

Claim 1 An emergency steering control device for an SbW system comprising at least one component configured with a redundancy structure of a main system and a backup system, wherein the device includes a control unit that monitors the status of the component at preset intervals using at least one redundancy structure sensor to detect an abnormality of the main system including at least one of a sensor error, a communication error, a power supply abnormality, and a motor abnormality, attempts to restore the main system when an abnormality of the main system is detected, and, if restoration of the main system is impossible, activates an emergency mode to execute a safety control algorithm. Claim 2 In claim 1, the control unit is an emergency steering control device of an SbW system that detects an abnormality in the SbW system in real time using an artificial intelligence (AI) model that is pre-learned based on at least one of a pattern of past fault data, a driver's driving pattern, or a pattern of sensor data. Claim 3 An emergency steering control device of an SbW system, wherein the control unit executes the safety control algorithm to perform at least one of stable stopping of a vehicle linked with a brake system, maintaining minimal steering based on an artificial intelligence (AI) model, or speed control applying an optimal deceleration curve based on vehicle behavior analysis by vehicle speed. Claim 4 An emergency steering control device of an SbW system according to claim 1, wherein the control unit controls the steering of the vehicle by activating the backup system before activating the emergency mode, and activates the emergency mode when an abnormality occurs in the backup system and recovery of the backup system is impossible. Claim 5 In claim 1, the control unit is an emergency steering control device of an SbW system that generates a vehicle interface control signal to perform warning and steering control differently according to the vehicle speed range when steering by the driver is impossible due to an abnormality in the SbW system. Claim 6 An emergency steering control method for an SbW system in which at least one component is configured with a redundancy structure of a main system and a backup system, comprising: a step of detecting an abnormality of the main system including at least one of a sensor error, a communication error, a power supply abnormality, or a motor abnormality by monitoring the state of the component at a preset period using at least one redundancy structure sensor; a step of attempting to restore the main system when an abnormality of the main system is detected; and a step of activating an emergency mode and executing a safety control algorithm when the restoration of the main system is impossible. Claim 7 In claim 6, the step of detecting an abnormality in the main system comprises detecting an abnormality in the SbW system in real time using an artificial intelligence (AI) model that has been pre-trained based on at least one of a pattern of past failure data, a driving pattern of a driver, or a pattern of sensor data. Claim 8 In claim 6, the step of activating the emergency mode and executing the safety control algorithm comprises performing at least one of the following: stable stopping of the vehicle linked with the brake system, maintaining minimal steering based on an artificial intelligence (AI) model, or speed control applying an optimal deceleration curve based on vehicle behavior analysis by vehicle speed. Claim 9 In claim 6, the step of activating the emergency mode and executing the safety control algorithm includes a case where the backup system is activated to control the steering of the vehicle before activating the emergency mode, wherein the emergency mode is activated when an abnormality occurs in the backup system and recovery of the backup system is impossible. Claim 10 In claim 6, the step of activating the emergency mode and executing the safety control algorithm is an emergency steering control method of an SbW system that generates a vehicle interface control signal to perform warning and steering control differently according to the vehicle speed range when steering by the driver is impossible due to an abnormality in the SbW system.

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