Vehicle control method, vehicle, and computer-readable storage medium

Abstract

The present application relates to the technical field of vehicle control, and provides a vehicle control method, a vehicle, and a computer-readable storage medium. In the method, by performing a redundancy design for a steer-by-wire system of a vehicle, a fault handling mechanism is triggered immediately when it is determined that a fault occurs in the steer-by-wire system; first, fault condition is located; and then, the fault is classified on the basis of the fault condition to obtain a fault level, so as to adjust a steering control strategy of the steer-by-wire system for the vehicle on the basis of the fault level and limit the speed of the vehicle on the basis of the fault level, ensuring that when a fault occurs in the steer-by-wire system, by executing the steering control strategy corresponding to the fault level, the steer-by-wire system allows a user to maintain control of the vehicle, avoiding loss of vehicle control. Thus, the controllability, safety and reliability of steer-by-wire systems in the presence of faults are improved, and the driving experience and driving confidence of users and the trust level of users in steer-by-wire systems are also improved.

Description

Vehicle control methods, vehicles, and computer-readable storage media

[0001] This application claims priority to Chinese Patent Application No. 2024118579506, filed on December 17, 2024, entitled "Vehicle Control Method, Vehicle and Computer-Readable Storage Medium", the entire contents of which are incorporated herein by reference.

[0002] Technical Field

[0003] This application relates to the field of vehicle control technology, and more specifically, to a vehicle control method, a vehicle, and a computer-readable storage medium in the field of vehicle control technology. Background Technology

[0004] The intelligentization of the chassis, especially the application of steer-by-wire technology, differs from traditional mechanical steering systems. Steer-by-wire systems eliminate the mechanical connections of traditional mechanical steering systems, using electronic signals to drive the controller and control vehicle steering. Therefore, the system composition of steer-by-wire systems has changed significantly. A steer-by-wire system mainly consists of steering wheel angle and torque sensors, steering feedback actuators and their control units, and steering actuators and their control units. It relies more on sensors and various control units to interact via electrical signals to complete its work. Therefore, steer-by-wire systems typically require sufficient power supply, normal communication between sensors and controllers, and fast sensor response and accurate calculations during operation. Because steer-by-wire systems rely on signal interaction between sensors and controllers, new challenges arise, especially in the event of a steer-by-wire system failure. Ensuring the safety and controllability of the steer-by-wire system has become a pressing technical problem to solve. Summary of the Invention

[0005] This application provides a vehicle control method, a vehicle, and a computer-readable storage medium. The application incorporates redundant design for the electronic components and sensor data output terminals in the vehicle's steer-by-wire system. This redundancy design enables the steer-by-wire system to possess not only normal steering control strategies under normal system conditions but also multiple degraded steering control strategies under system failure conditions, thus adding a fault tolerance mechanism. The steer-by-wire system can detect faults in its electronic components, communication, and received data signals through self-testing to determine if a malfunction has occurred. If a malfunction occurs, the system classifies the fault based on its severity, obtaining a fault level. Then, based on the fault level, an appropriate degraded steering control strategy and vehicle speed limit are selected. This ensures that even in the event of a steer-by-wire system malfunction, the user can still control the vehicle by executing the degraded steering control strategy corresponding to the fault level, preventing loss of vehicle control and improving the safety and reliability of the steer-by-wire system.

[0006] In a first aspect, a vehicle control method is provided, applied to a vehicle with a steer-by-wire system. The steer-by-wire system includes a hand-feel simulator, a steering actuator, and at least two power assemblies, each powering the hand-feel simulator and the steering actuator. The hand-feel simulator includes at least two first electronic control assemblies, and the steering actuator includes at least two second electronic control assemblies. One of the at least two second electronic control assemblies is capable of steering the vehicle based on a rack position signal sent by one of the at least two first electronic control assemblies. The vehicle control method includes: determining the identity of the target assembly and the source of the fault in the target assembly when a target assembly that has failed is present among the at least two power assemblies, the at least two first electronic control assemblies, and the at least two second electronic control assemblies; wherein the identity is used to indicate whether the target assembly is a primary assembly or a secondary assembly; determining the fault level of the steer-by-wire system based on the identity and the fault source; adjusting the vehicle's steering control strategy according to the fault level; and limiting the vehicle's speed according to the fault level.

[0007] Based on the above technical solution, this application implements a redundant design for the vehicle's steer-by-wire system. Upon determining a malfunction in the steer-by-wire system, a fault handling mechanism is immediately triggered. First, the fault condition is located. Then, based on the fault condition, the fault is classified into levels to obtain a fault grade. Subsequently, the steering control strategy of the steer-by-wire system is adjusted according to the fault grade, and the vehicle's speed is limited accordingly. This ensures that even when the steer-by-wire system malfunctions, it executes the steering control strategy corresponding to the fault grade, allowing the user to still control the vehicle and preventing loss of control. This not only improves the controllability, safety, and reliability of the steer-by-wire system but also enhances the user's driving experience, driving confidence, and trust in the steer-by-wire system.

[0008] In one possible implementation, if the first electronic control assembly includes a first main electronic control assembly and a first auxiliary electronic control assembly, the first main electronic control assembly includes a first main controller and a first data acquisition module, the first auxiliary electronic control assembly includes a first auxiliary controller, and the first data acquisition module has two first output terminals and two second output terminals, both of which are used to output steering wheel rotation signals; the first main controller is connected to the first auxiliary controller, the first main controller is connected to the two first output terminals respectively, and the first auxiliary controller is connected to the two second output terminals respectively; if the second electronic control assembly includes a second main electronic control assembly and a second auxiliary electronic control assembly, the second main electronic control assembly includes a second main controller and a data acquisition module for acquiring steering actuator rotation signals. The second data acquisition module for the angle signal, the second auxiliary electronic control assembly including a second auxiliary controller, the second main controller connected to the second auxiliary controller, the second data acquisition module connected to the second main controller and the second auxiliary controller respectively; if the power supply assembly includes a main power supply assembly and an auxiliary power supply assembly, the main power supply assembly including a main power supply, the auxiliary power supply assembly including an auxiliary power supply, both the main power supply and the auxiliary power supply are connected to the first main controller, the first auxiliary controller, the second main controller and the second auxiliary controller, the first main controller and the first auxiliary controller are both connected to the second main controller and the second auxiliary controller; one of the second main controller and the second auxiliary controller can perform steering control on the vehicle according to the rack position signal sent by the first main controller and the first auxiliary controller;

[0009] The above-mentioned determination of the fault level of the steer-by-wire system based on the identification and fault source includes: if the identification indicates that the target assembly is the first main electronic control assembly, and the fault source is the steering wheel rotation signal output from one of the two first output terminals, the fault level is determined to be level L1; if the identification indicates that the target assembly is the first main electronic control assembly, and the fault source is the steering wheel rotation signal output from both first output terminals, the fault level is determined to be level H1; if the identification indicates that the target assembly is the first main electronic control assembly, and the fault source is the first main controller, the fault level is determined to be level L2; if the identification indicates that the target assembly includes the first main electronic control assembly and the first auxiliary electronic control assembly, and the fault source includes the first main controller and the first auxiliary controller, the fault level is determined to be level H2; if the identification indicates that the target assembly is the second main electronic control assembly, and the fault source is the second auxiliary controller, the fault level is determined to be level H2; if the identification indicates that the target assembly is the second main electronic control assembly, and the fault source is the second auxiliary controller... According to the data acquisition module, the fault level is determined to be Level L3; if the identification indicates that the target assembly is the second main electronic control assembly and the fault source is the second main controller, the fault level is determined to be Level L4; if the identification indicates that the target assembly includes the second main electronic control assembly and the second auxiliary electronic control assembly, and the fault source includes the second main controller and the second auxiliary controller, the fault level is determined to be Level H3; if the identification indicates that the target assembly is the main power supply assembly and the fault source is the main power supply, the fault level is determined to be Level L5; if the identification indicates that the target assembly includes the main power supply assembly and the auxiliary power supply assembly, and the fault source includes the main power supply and the auxiliary power supply, the fault level is determined to be Level H4; among them, Levels L1 to L5 all belong to the first level, and Levels H1 to H4 all belong to the second level, and the fault severity corresponding to the second level is higher than that corresponding to the first level.

[0010] In one possible implementation, the steering wheel rotation signals output from the two first output terminals include a first steering wheel torque signal and a second steering wheel torque signal; the steering wheel rotation signals output from the two first output terminals include a first steering wheel torque signal and a second steering wheel torque signal; the above-mentioned vehicle steering control strategy adjusted according to the fault level includes: if the fault level is level L1 and the fault source is one of the first steering wheel torque signal and the second steering wheel torque signal, then the first main controller performs road feel feedback control on the steering wheel based on the other signal of the first steering wheel torque signal and the second steering wheel torque signal; if the fault level is level H1 and the fault source is the first steering wheel torque signal and the second steering wheel torque signal, then the first main controller performs road feel feedback control on the steering wheel based on the mechanical friction torque.

[0011] In one possible implementation, the steering wheel rotation signals output from the two first output terminals include a first steering wheel angle signal and a second steering wheel angle signal. The aforementioned vehicle steering control strategy adjusted according to the fault level includes: if the fault level is level L1, and the fault source is one of the first and second steering wheel angle signals, the first main controller generates a rack position signal based on the other signal and sends the rack position signal to the second main controller, so that the second main controller performs steering control on the vehicle based on the rack position signal; if the fault level is level H1, and the fault source is the first and second steering wheel angle signals, the first main controller generates a rack position signal based on the steering wheel angle signal collected by the combination switch assembly sensor and sends the rack position signal to the second main controller, so that the second main controller performs steering control on the vehicle based on the rack position signal.

[0012] In one possible implementation, the above-mentioned vehicle steering control strategy adjusted according to the fault level includes: if the fault level is level L2, the first auxiliary controller performs road feel feedback control on the steering wheel and sends a rack position signal to the second main controller so that the second main controller performs steering control on the vehicle according to the rack position signal; if the fault level is level H2, the second main controller obtains the rack position signal from the steering wheel angle signal collected by the combination switch assembly sensor, and performs steering control on the vehicle according to the rack position signal.

[0013] In one possible implementation, the above-mentioned vehicle steering control strategy adjusted according to the fault level includes: if the fault level is level L3, the second master controller performs steering control on the vehicle according to the rack position signal sent by the first master controller.

[0014] In one possible implementation, the above-mentioned vehicle steering control strategy adjusted according to the fault level includes: if the fault level is level L4, the second auxiliary controller performs steering control on the vehicle according to the rack position signal sent by the first main controller.

[0015] In one possible implementation, the above-mentioned vehicle steering control strategy adjusted according to the fault level includes: if the fault level is level L5, the first main electronic control assembly, the first auxiliary electronic control assembly, the second main electronic control assembly, and the second auxiliary electronic control assembly are powered by the auxiliary power supply; and the second main controller performs steering control on the vehicle according to the rack position signal sent by the first main controller.

[0016] In one possible implementation, the above-mentioned vehicle steering control strategy adjusted according to the fault level includes: if the fault level is level H3 or level H4, the braking system applies braking control to some wheels to bring the vehicle into a safe area and stop.

[0017] In one possible implementation, the above-mentioned limitation of vehicle speed based on fault level includes: if the fault level is any one of level L1 to level L5, the upper limit of the driving speed is reduced to a first threshold; if the fault level is any one of level H1 to level H4, the upper limit of the driving speed is reduced to a second threshold; wherein, the second threshold < the first threshold < the upper limit of the driving speed.

[0018] In one possible implementation, after determining the fault level of the steer-by-wire system based on the identification and fault source, the vehicle control method further includes: if the fault level is any one of level L1 to level L5, outputting a first prompt message indicating a minor fault in the steer-by-wire system; if the fault level is any one of level H1 to level H4, outputting a second prompt message indicating a severe fault in the steer-by-wire system.

[0019] In a second aspect, a vehicle control device is provided, configured in a vehicle having a steer-by-wire system, the steer-by-wire system including a hand-feel simulator, a steering actuator, and at least two power assemblies, the at least two power assemblies supplying power to the hand-feel simulator and the steering actuator; the hand-feel simulator includes at least two first electronic control assemblies, the steering actuator includes at least two second electronic control assemblies, one of the at least two second electronic control assemblies being capable of steering control of the vehicle based on a rack position signal sent by one of the at least two first electronic control assemblies;

[0020] The vehicle control device includes:

[0021] The fault determination module is used to determine the identity of the target assembly and the source of the fault in the target assembly when a target assembly that has failed is present in at least two power assemblies, at least two first electronic control assemblies, and at least two second electronic control assemblies; wherein the identity is used to indicate whether the target assembly is a main assembly or a sub-assembly.

[0022] The fault level identification module is used to determine the fault level of the steer-by-wire system based on the identification and fault source.

[0023] The first control module is used to adjust the vehicle's steering control strategy according to the fault level;

[0024] The second control module is used to limit the vehicle's speed based on the fault level.

[0025] Thirdly, a vehicle is provided, including a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, causing the vehicle to perform the vehicle control method of the first aspect or any possible implementation thereof.

[0026] Fourthly, a computer program product is provided, comprising: computer program code, which, when run on a computer, causes the computer to execute the vehicle control method in the first aspect or any possible implementation thereof.

[0027] Fifthly, a computer-readable storage medium is provided that stores computer program code, which, when executed on a computer, causes the computer to perform the vehicle control method of the first aspect or any possible implementation thereof. Attached Figure Description

[0028] Figure 1 shows a schematic flowchart of a vehicle control method provided in an embodiment of this application;

[0029] Figure 2 shows an exemplary system architecture diagram of the steer-by-wire system provided in an embodiment of this application;

[0030] Figure 3 shows another exemplary system architecture diagram of the steer-by-wire system provided in an embodiment of this application;

[0031] Figure 4 shows a schematic diagram of the fault prompts and speed limit prompts in an embodiment of this application;

[0032] Figure 5 shows a schematic diagram of the structure of a vehicle control device provided in an embodiment of this application;

[0033] Figure 6 shows a schematic diagram of the structure of a vehicle provided in an embodiment of this application. Embodiments of the present invention

[0034] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0035] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0036] The dual-helix upward trend of vehicle electrification and intelligentization will guide the future development of the vehicle industry. Electrification provides strong foundational support for intelligentization, while intelligentization, in turn, promotes the further development of electrification. The intelligentization of the chassis, especially the application of steer-by-wire technology, eliminates the mechanical connections of traditional mechanical steering systems compared to traditional mechanical steering systems. In terms of working principle, it uses electronic signals to drive the controller and control the vehicle's steering. Therefore, the system composition of steer-by-wire systems has changed significantly from traditional mechanical steering systems. Steer-by-wire systems mainly consist of steering wheel angle and torque sensors, steering feedback actuators and their control units, and steering actuators and their control units. They rely more on sensors and various control units to interact through electrical signals to complete their work. Therefore, steer-by-wire systems typically require sufficient power supply, normal communication between sensors and various controllers, and fast sensor response and accurate calculation during operation. Because steer-by-wire systems rely on signal interaction between sensors and controllers to complete their work, new challenges arise, especially in the event of a steer-by-wire system failure. Ensuring the safety and controllability of the steer-by-wire system has become a pressing technical problem to be solved.

[0037] To address the aforementioned issues, this application provides a vehicle control method, a vehicle, and a computer-readable storage medium. This application incorporates redundant design for the electronic components and sensor data output terminals in the vehicle's steer-by-wire system. This redundancy design enables the steer-by-wire system to possess not only a normal steering control strategy under normal system conditions (no system failure) but also multiple degraded steering control strategies under system failure conditions, thus adding a fault-tolerant mechanism. The steer-by-wire system can self-test to detect faults in its electronic hardware modules, communication, and received data signals, thereby determining whether a malfunction has occurred. If a steer-by-wire system malfunctions, it classifies the fault based on its severity, obtaining a fault level. Then, based on the fault level, it selects an appropriate degraded steering control strategy and limits the vehicle's speed. This ensures that even when the steer-by-wire system malfunctions, it can still control the vehicle by executing the degraded steering control strategy corresponding to the fault level, preventing loss of vehicle control and improving the safety and reliability of the steer-by-wire system.

[0038] The following is an embodiment of a vehicle control method provided in this application specification.

[0039] Figure 1 shows a schematic flowchart of a vehicle control method provided in an embodiment of this application. As shown in Figure 1, the vehicle control method provided in this embodiment is applied to a vehicle with a steer-by-wire system. As shown in Figure 2, Figure 2 shows an exemplary system architecture diagram of the steer-by-wire system provided in an embodiment of this application. The steer-by-wire system 300 includes a hand-feel simulator 110, a steering actuator 120, and a power supply assembly 130. The hand-feel simulator 110 includes a first electronic control assembly, a hand-feel motor, a steering wheel, a steering column, and other mechanical structures on the steering wheel side. The first electronic control assembly includes N units, any one of which can control the hand-feel motor, thereby realizing power steering and road feel simulation. The steering actuator 120 includes a second electronic control assembly, a steering actuator motor, a rack and pinion mechanism, and other mechanical structures on the steering actuator side. The second electronic control assembly comprises N units, any one of which can control the steering actuator motor. The steering actuator motor drives the rack in the rack and pinion mechanism to move, thereby turning the steering wheel, thus achieving vehicle steering control. Here, N is a positive number greater than or equal to 2. Figure 2 does not show the hand-feed motor, steering wheel, steering column, or other mechanical structures on the steering wheel side, nor the steering actuator motor, rack and pinion mechanism, or other mechanical structures on the steering actuator side.

[0040] The power supply assembly 130 comprises N power supply assemblies, all of which power the hand-feel simulator 110 and the steering actuator 120. In other words, all N power supply assemblies power N first electronic control assemblies and N second electronic control assemblies. Since there are N power supply assemblies, first electronic control assemblies, and second electronic control assemblies, redundancy is implemented for all three. One of the N power supply assemblies is the primary power supply assembly, while the others are redundant power supply assemblies (also called auxiliary power supply assemblies). Similarly, one of the N first electronic control assemblies is the primary first electronic control assembly, while the others are redundant primary first electronic control assemblies (also called primary auxiliary electronic control assemblies). Likewise, one of the N second electronic control assemblies is the secondary primary electronic control assembly, while the others are redundant secondary second electronic control assemblies (also called secondary auxiliary electronic control assemblies).

[0041] Each of the N first electronic control assemblies is connected to N second electronic control assemblies. One of the N second electronic control assemblies can perform steering control on the vehicle based on the rack position signal sent by one of the N first electronic control assemblies. For example, if N=2, the first second electronic control assembly can perform steering control on the vehicle based on the rack position signal sent by the first first electronic control assembly, the first second electronic control assembly can perform steering control on the vehicle based on the rack position signal sent by the second first electronic control assembly, the second second electronic control assembly can perform steering control on the vehicle based on the rack position signal sent by the first first electronic control assembly, and the second second electronic control assembly can perform steering control on the vehicle based on the rack position signal sent by the second first electronic control assembly.

[0042] The above-mentioned vehicle control methods include the following schemes:

[0043] S210: In the case that a target assembly has failed in at least two power assemblies, at least two first electronic control assemblies and at least two second electronic control assemblies, determine the identity of the target assembly and the source of the failure in the target assembly.

[0044] S220: Determine the fault level of the steer-by-wire system based on the identification and source of the fault;

[0045] S230: Adjust the vehicle's steering control strategy according to the fault level, and limit the vehicle's speed according to the fault level.

[0046] In an exemplary embodiment, a fault diagnosis tool for the steer-by-wire system is used to detect whether a malfunction has occurred in the steer-by-wire system during vehicle operation and when the vehicle is not in use. The steer-by-wire system malfunction mentioned in this application refers to a steer-by-wire system malfunction caused by a fault in at least one of the electronic hardware modules, communication, and data signals within the steer-by-wire system. The steer-by-wire system malfunction is determined by detecting whether a faulty assembly exists among N power assemblies, N first electronic control assemblies, and N second electronic control assemblies. If no faulty assembly is detected among the N power assemblies, N first electronic control assemblies, and N second electronic control assemblies, it indicates that the steer-by-wire system is not malfunctioning. If a faulty assembly is detected among the N power assemblies, N first electronic control assemblies, and N second electronic control assemblies, it indicates that the steer-by-wire system has malfunctioned. The malfunctioning assembly is then further located to obtain a target assembly. The target assembly includes at least one of the N power assemblies, N first electronic control assemblies, and N second electronic control assemblies.

[0047] After obtaining the target assembly, its identity is identified, and the source of failure causing the target assembly to malfunction is located. The identity identifier indicates whether the target assembly is a primary or secondary assembly (also known as a redundant assembly); the source of failure includes faulty electronic hardware modules and / or failed data signals (also known as faulty data signals), meaning that the causes of the target assembly failure include hardware-level factors and / or data-level factors.

[0048] After obtaining the identification of the target assembly and the fault source in the target assembly, the fault of the steer-by-wire system is classified according to the identification and fault source to obtain the fault level of the steer-by-wire system. Then, the vehicle's steering control strategy is adjusted according to the fault level, and the vehicle's driving speed is limited according to the fault level.

[0049] The system employs a pre-defined set of multiple degraded steering control strategies, each corresponding to a preset fault level. Adjusting the vehicle's steering control strategy based on the fault level can be understood as obtaining the degraded steering control strategy corresponding to the preset fault level, thus obtaining the target degraded steering control strategy. The normal steering control strategy is then switched to the target degraded steering control strategy, thereby adjusting the vehicle's steering control strategy according to the fault level. Subsequent steering control is then performed based on the target degraded steering control strategy. Limiting the vehicle's speed based on the fault level can be understood as reducing the vehicle's maximum speed. After limiting the vehicle's speed, the speed corresponding to the same throttle opening is lower than the speed before the speed limit was implemented. By limiting the vehicle's speed, sufficient time is ensured for the user to make correct judgments and take control of the vehicle in the event of a malfunction in the drive-by-wire steering system.

[0050] This application incorporates redundant design into the vehicle's steer-by-wire system. Upon detecting a malfunction in the steer-by-wire system, a fault handling mechanism is immediately triggered. First, the fault condition is located. Then, based on the fault condition, the fault is classified into a fault level. Subsequently, the steering control strategy of the steer-by-wire system is adjusted according to the fault level, and the vehicle's speed is limited accordingly. This ensures that even when the steer-by-wire system malfunctions, it still allows the user to maintain control of the vehicle by executing the steering control strategy corresponding to the fault level, preventing loss of vehicle control. This not only improves the controllability, safety, and reliability of the steer-by-wire system but also enhances the user's driving experience, driving confidence, and trust in the steer-by-wire system.

[0051] The following provides a detailed description of the steer-by-wire system provided in the embodiments of this application. As shown in Figure 3, Figure 3 illustrates another exemplary system architecture diagram of the steer-by-wire system provided in the embodiments of this application. When N=2, the two first electronic control assemblies in the steer-by-wire system 100 are a first main electronic control assembly and a first auxiliary electronic control assembly, the two second electronic control assemblies are a second main electronic control assembly and a second auxiliary electronic control assembly, and the two power supply assemblies are a main power supply assembly and an auxiliary power supply assembly.

[0052] The first main electronic control assembly includes a first main controller and a first data acquisition module. The first auxiliary electronic control assembly includes a first auxiliary controller. The first data acquisition module has two first output terminals and two second output terminals. Both the first and second output terminals are used to output steering wheel rotation signals, that is, the first data acquisition module is used to acquire steering wheel rotation signals. The steering wheel rotation signals include steering wheel angle signals and / or steering wheel torque signals. For example, the steering wheel rotation signals include steering wheel angle signals and steering wheel torque signals, and the first data acquisition module is a torque and angle sensor.

[0053] The first main controller is connected to the first auxiliary controller. The first main controller is connected to two first output terminals, and the first auxiliary controller is connected to two second output terminals. As shown in Figure 3, when the steering wheel rotation signal includes the steering wheel angle signal and the steering wheel torque signal, the first output terminal of the first channel includes sub-output terminals T1 and T2, the first output terminal of the second channel includes sub-output terminals T3 and T4, the second output terminal of the first channel includes sub-output terminals A1 and A2, and the second output terminal of the second channel includes sub-output terminals A3 and A4. Sub-output terminals T1, T2, A1, and A2 are connected to the first main controller, and sub-output terminals T3, T4, A3, and A4 are connected to the first auxiliary controller. Sub-output terminals T1-T4 all output steering wheel torque signals, and sub-output terminals A1-A4 all output steering wheel angle signals. That is, both the first main controller and the first auxiliary controller will receive two steering wheel torque signals and two steering wheel angle signals. The first main controller and the first auxiliary controller will perform mutual verification on the two steering wheel torque signals and the two steering wheel angle signals they receive respectively. After the verification is successful, any one of the steering wheel torque signals and any one of the steering wheel angle signals can be used for relevant control.

[0054] The second main electronic control assembly includes a second main controller and a second data acquisition module (e.g., an angle sensor) for acquiring steering actuator angle signals. The second auxiliary electronic control assembly includes a second auxiliary controller. The second main controller is connected to the second auxiliary controller, and the second data acquisition module is connected to both the second main controller and the second auxiliary controller. As shown in Figure 3, the second data acquisition module has four third output terminals, namely third output terminals B1-B4. Third output terminals B1 and B2 are connected to the second main controller, and third output terminals B3 and B4 are connected to the second auxiliary controller. That is, both the second main controller and the second auxiliary controller can receive two steering actuator angle signals. The second main controller and the second auxiliary controller will mutually verify the two steering actuator angle signals. If the verification passes, the position initialization of the motor sensor of the steering actuator motor is performed using any one of the steering actuator angle signals.

[0055] Both the main power supply and the auxiliary power supply are connected to the first main controller, the first auxiliary controller, the second main controller, and the second auxiliary controller, meaning that both the main power supply and the auxiliary power supply provide power to the first main controller, the first auxiliary controller, the second main controller, and the second auxiliary controller.

[0056] Both the first main controller and the first auxiliary controller are connected to the second main controller and the second auxiliary controller; that is, the first main controller is connected to both the second main controller and the second auxiliary controller, and the first auxiliary controller is connected to both the second main controller and the second auxiliary controller. One of the first main controller and the first auxiliary controller generates a rack position signal based on the steering wheel angle signal. One of the second main controller and the first auxiliary controller can perform steering control on the vehicle based on the rack position signal sent by the first main controller and the first auxiliary controller. For example, the second main controller performs steering control on the vehicle based on the rack position signal sent by the first main controller; the second main controller performs steering control on the vehicle based on the rack position signal sent by the first auxiliary controller; the second auxiliary controller performs steering control on the vehicle based on the rack position signal sent by the first main controller; and the second auxiliary controller performs steering control on the vehicle based on the rack position signal sent by the first auxiliary controller.

[0057] In one possible implementation, determining the fault level of the steer-by-wire system based on the identification and fault source includes the following steps:

[0058] If the identification indicates that the target assembly is the first main electronic control assembly, and the source of the fault is the steering wheel rotation signal output from one of the two first output terminals, the fault level is determined to be level L1;

[0059] If the identification indicates that the target assembly is the first main electronic control assembly, and the source of the fault is the steering wheel rotation signal output from the two first output terminals, the fault level is determined to be level H1;

[0060] If the identification indicates that the target assembly is the first main electronic control assembly and the source of the fault is the first main controller, the fault level is determined to be level L2;

[0061] If the identification indicates that the target assembly includes the first main electronic control assembly and the first auxiliary electronic control assembly, and the fault source includes the first main controller and the first auxiliary controller, the fault level is determined to be level H2;

[0062] If the identification indicates that the target assembly is the second main electronic control assembly, and the source of the fault is the second data acquisition module, the fault level is determined to be level L3;

[0063] If the identification indicates that the target assembly is the second main electronic control assembly, and the source of the fault is the second main controller, the fault level is determined to be level L4;

[0064] If the identification indicates that the target assembly includes the second main electronic control assembly and the second auxiliary electronic control assembly, and the fault source includes the second main controller and the second auxiliary controller, the fault level is determined to be level H3;

[0065] If the identification indicates that the target assembly is the main power supply assembly, and the source of the fault is the main power supply, the fault level is determined to be level L5.

[0066] If the identification indicates that the target assembly includes both the main power supply assembly and the auxiliary power supply assembly, and the fault source includes both the main power supply and the auxiliary power supply, the fault level is determined to be level H4.

[0067] The fault level of the steer-by-wire system is determined based on the identification and fault source, as shown in Table 1 below:

[0068] Table 1

[0069]

[0070] Among them, levels L1-L5 all belong to the first level, and levels H1-H4 all belong to the second level. The severity of the fault corresponding to the second level is higher than that corresponding to the first level. For example, the first level represents a minor fault in the steer-by-wire system, while the second level represents a severe fault in the steer-by-wire system.

[0071] In one possible implementation, when the steering wheel rotation signals output from the two first output terminals include a first steering wheel torque signal and a second steering wheel torque signal, the above-mentioned vehicle steering control strategy for adjusting the vehicle's steering according to the fault level includes the following steps:

[0072] In the case of fault level L1, if the fault source is one of the first and second steering wheel torque signals, the normal steering control strategy is switched to the degraded steering control strategy corresponding to level L1. The degraded steering control strategy corresponding to level L1 is as follows: the first master controller performs road feel feedback control on the steering wheel based on the other signal between the first and second steering wheel torque signals, and records the DTC (Diagnostic Trouble Code) of the faulty steering wheel torque signal. For example, if the fault source is the first steering wheel torque signal, the first master controller performs road feel feedback control on the steering wheel based on the second steering wheel torque signal, and records the DTC of the faulty first steering wheel torque signal.

[0073] In the case of fault level H1, if the fault source is the first steering wheel torque signal and the second steering wheel torque signal, the normal steering control strategy will be switched to the degraded steering control strategy corresponding to level H1. The degraded steering control strategy corresponding to level H1 is as follows: the first master controller performs road feel feedback control on the steering wheel based on the mechanical friction torque, and records the DTCs (Discretionary Troubleshooting) of the faulty first and second steering wheel torque signals. Here, the mechanical friction torque is the friction torque measured and stored beforehand during steering wheel rotation. The first master controller's road feel feedback control of the steering wheel based on the mechanical friction torque can be understood as the first master controller controlling the hand-feed motor in the hand-feed simulator to output the mechanical friction torque. The mechanical friction torque output by the hand-feed motor is equivalent to applying a reverse torque to the steering wheel to prevent the user from turning the steering wheel, thereby providing road feel feedback. For example, if the user turns the steering wheel to the left, the first master controller controls the hand-feed motor in the hand-feed simulator to output the mechanical friction torque, thereby applying a rightward torque to the steering wheel to prevent the user from turning the steering wheel to the left, thus providing road feel feedback.

[0074] In one possible implementation, when the steering wheel rotation signals output from the two first output terminals include a first steering wheel angle signal and a second steering wheel angle signal, the above-mentioned vehicle steering control strategy for adjusting the vehicle's steering according to the fault level includes the following steps:

[0075] In the case of fault level L1, if the fault source is one of the first steering wheel angle signal and the second steering wheel angle signal, the normal steering control strategy is switched to the degraded steering control strategy corresponding to level L1. The degraded steering control strategy corresponding to level L1 is as follows: the first master controller generates a rack position signal based on the other of the first and second steering wheel angle signals, and sends the rack position signal to the second master controller. The second master controller then performs steering control on the vehicle based on the rack position signal and records the DTC of the steering wheel angle signal. For example, if the fault source is the first steering wheel angle signal, the first master controller generates a rack position signal based on the second steering wheel angle signal and sends the rack position signal to the second master controller. The second master controller then performs steering control on the vehicle based on the rack position signal and records the DTC of the first steering wheel angle signal.

[0076] In the case of fault level H1, if the fault source is the first steering wheel angle signal and the second steering wheel angle signal, the normal steering control strategy will be switched to the degraded steering control strategy corresponding to level H1. The degraded steering control strategy corresponding to level H1 is as follows: the first main controller generates a rack position signal based on the steering wheel angle signal collected by the combination switch assembly sensor, and sends the rack position signal to the second main controller. The second main controller then performs steering control on the vehicle based on the rack position signal and records the DTCs (Distributed Troubleshooting Codes) for the first and second steering wheel angle signals. The combination switch assembly sensor can collect various data signals, including the steering wheel angle signal, and can be understood as a redundant backup of the first data acquisition module.

[0077] In one possible implementation, the above-mentioned vehicle steering control strategy adjusted according to the fault level includes the following steps:

[0078] In the case of fault level L2, due to the failure of the first master controller, the normal steering control strategy is switched to the degraded steering control strategy corresponding to level L2. The degraded steering control strategy corresponding to level L2 is as follows: the first master controller is switched to the first auxiliary controller, which performs road feel feedback control on the steering wheel and sends a rack position signal to the second master controller so that the second master controller can perform steering control on the vehicle according to the rack position signal and record the DTC of the first master controller.

[0079] In the case of fault level H2, due to the failure of the first main controller and the first auxiliary controller, the normal steering control strategy is switched to the degraded steering control strategy corresponding to level H2. The degraded steering control strategy corresponding to level H2 is as follows: the second main controller obtains the rack position signal based on the steering wheel angle signal collected by the combination switch assembly sensor, and performs steering control on the vehicle based on the rack position signal, and records the DTC of the first main controller and the first auxiliary controller.

[0080] In one possible implementation, the above-mentioned vehicle steering control strategy adjusted according to the fault level includes the following steps:

[0081] In the case of fault level L3, due to the failure of the second data acquisition module, the steering actuator angle signal acquired by the second data acquisition module is used to initialize the position of the motor sensor of the steering actuator motor, which will not affect the operation of the steering actuator. Therefore, the normal steering control strategy will be switched to the degraded steering control strategy corresponding to level L3. The degraded steering control strategy corresponding to level L3 is as follows: the second main controller performs steering control on the vehicle according to the rack position signal sent by the first main controller, and the first main controller performs road feel feedback control on the steering wheel and records the DTC of the second data acquisition module.

[0082] In one possible implementation, the above-mentioned vehicle steering control strategy adjusted according to the fault level includes the following steps:

[0083] In the case of fault level L4, due to the failure of the second master controller, the second master controller is switched to the second auxiliary controller. The normal steering control strategy is then switched to the degraded steering control strategy corresponding to level L4. The degraded steering control strategy corresponding to level L4 is as follows: the second auxiliary controller performs steering control on the vehicle according to the rack position signal sent by the first master controller and records the DTC of the second master controller.

[0084] In one possible implementation, the above-mentioned vehicle steering control strategy adjusted according to the fault level includes the following steps:

[0085] In the case of fault level L5, due to the main power supply failure, the main power supply is switched to the auxiliary power supply, and the normal steering control strategy is switched to the degraded steering control strategy corresponding to level L5. The degraded steering control strategy corresponding to level L5 is as follows: the auxiliary power supply supplies power to the first main electronic control assembly, the first auxiliary electronic control assembly, the second main electronic control assembly and the second auxiliary electronic control assembly, and the second main controller performs steering control on the vehicle according to the rack position signal sent by the first main controller. The first main controller performs road feel feedback control on the steering wheel and records the DTC of the main power supply.

[0086] In one possible implementation, the above-mentioned vehicle steering control strategy adjusted according to the fault level includes the following steps:

[0087] In the case of fault level H3, due to the failure of the second main controller and the second auxiliary controller, the steering actuator motor cannot be controlled, that is, the steer-by-wire system cannot control the vehicle steering. In this case, the normal steering control strategy is switched to the degraded steering control strategy corresponding to level H3 and level H4. The degraded steering control strategy corresponding to level H3 and level H4 is as follows: the braking system performs braking control on some wheels to make the vehicle drive into a safe area and stop, and the DTC of the second main controller and the second auxiliary controller is recorded.

[0088] In the case of fault level H4, due to the failure of the main power supply and auxiliary power supply, the electronic components in the steer-by-wire system cannot work, the steering actuator motor cannot control the rack movement, that is, the steer-by-wire system cannot control the vehicle steering. In this case, the normal steering control strategy is switched to the degraded steering control strategy corresponding to level H3 and level H4, and the DTCs of the main power supply and auxiliary power supply faults are recorded.

[0089] For example, while the vehicle is traveling in a straight line, the normal steering control strategy is switched to the degraded steering control strategy corresponding to level H3 and level H4. If a safe area (such as an emergency stopping lane) is detected on the right side of the road ahead, the vehicle needs to be guided to the emergency stopping lane on the right and then stop. The braking control process for the wheels is as follows: the braking system controls the vehicle to decelerate, and then applies braking force to the left front wheel and the right front wheel. The braking force of the left front wheel is greater than that of the right front wheel to control the front of the vehicle to face the emergency stopping lane. Then, the vehicle is gradually controlled to enter the emergency stopping lane and stop.

[0090] In the event of a malfunction in the steer-by-wire system, the vehicle can still retain a certain degree of steering ability by implementing a degraded steering control strategy corresponding to different fault levels, thus preventing loss of control. Furthermore, the degraded steering control strategy corresponding to different fault levels can address different malfunctions of the steer-by-wire system, thereby improving the vehicle's ability to respond to steer-by-wire system failures.

[0091] In one possible implementation, limiting the vehicle's speed based on the fault level includes the following steps:

[0092] If the fault level is any one of level L1 to level L5, the upper limit of the driving speed will be reduced to the first threshold.

[0093] If the fault level is any one of level H1 to level H4, the upper limit of the driving speed will be reduced to the second threshold.

[0094] The criteria are: second threshold < first threshold < upper limit of driving speed. The upper limit of driving speed refers to the maximum vehicle speed when the steer-by-wire system is functioning correctly, which is also the maximum speed the vehicle can travel at the time of manufacture. If the fault level is any one of L1-L5 (i.e., fault level 1), the upper limit of driving speed is set to the first threshold. For example, if the user depresses the accelerator pedal to its maximum setting, the vehicle's speed will be the first threshold. If the fault level is any one of H1-H4 (i.e., fault level 2), the upper limit of driving speed is set to the second threshold. For example, if the user depresses the accelerator pedal to its maximum setting, the vehicle's speed will be the second threshold. This allows for speed limiting in the event of a steer-by-wire system malfunction, providing the user with sufficient reaction time to control the vehicle according to their intentions.

[0095] In one possible implementation, after determining the fault level of the steer-by-wire system based on the identification and fault source, the vehicle control method further includes the following steps:

[0096] If the fault level is any one of level L1 to level L5, the output will be the first warning message indicating a minor fault in the steer-by-wire system;

[0097] If the fault level is any one of level H1 to level H4, output a second warning message indicating a severe fault in the steer-by-wire system.

[0098] If the fault level is any one of levels L1-L5, i.e., the fault level belongs to the first level, it indicates a minor fault in the steer-by-wire system, and a first warning message for a minor fault in the steer-by-wire system is output. If the fault level is any one of levels H1-H4, i.e., the fault level belongs to the second level, it indicates a severe fault in the steer-by-wire system, and a second warning message for a severe fault in the steer-by-wire system is output, thereby informing the user of the specific fault condition and speed limit of the steer-by-wire system.

[0099] The speed limit warnings and fault severity warnings mentioned above are shown in Table 2 and Figure 4. Figure 4 shows a schematic diagram of the fault warnings and speed limit warnings in an embodiment of this application.

[0100] Table 2

[0101]

[0102] In the event of a malfunction in the steer-by-wire system, this application provides information on the vehicle's speed limit and the severity of the malfunction, helping the user to take appropriate actions to control the vehicle.

[0103] The following are embodiments of the apparatus described in this application, which can be used to execute the embodiments of the method described in this application. For details not disclosed in the apparatus embodiments of this application, please refer to the embodiments of the method described in this application.

[0104] Figure 5 shows a schematic diagram of a vehicle control device provided in an embodiment of this application. As shown in Figure 5, the vehicle control device 500 is configured in a vehicle with a steer-by-wire system. The steer-by-wire system includes a hand-feel simulator, a steering actuator, and at least two power assemblies. The at least two power assemblies supply power to the hand-feel simulator and the steering actuator. The hand-feel simulator includes at least two first electronic control assemblies, and the steering actuator includes at least two second electronic control assemblies. One of the at least two second electronic control assemblies can perform steering control on the vehicle based on a rack position signal sent by one of the at least two first electronic control assemblies.

[0105] The vehicle control device 500 includes:

[0106] The fault determination module 510 is used to determine the identity of the target assembly and the source of the fault in the target assembly when a target assembly that has failed is present in at least two power assemblies, at least two first electronic control assemblies and at least two second electronic control assemblies; wherein the identity is used to indicate whether the target assembly is a main assembly or a sub-assembly.

[0107] The fault level identification module 520 is used to determine the fault level of the steer-by-wire system based on the identification and fault source.

[0108] The first control module 530 is used to adjust the vehicle's steering control strategy according to the fault level.

[0109] The second control module 540 is used to limit the vehicle's speed according to the fault level.

[0110] In one possible implementation, if the first electronic control assembly includes a first main electronic control assembly and a first auxiliary electronic control assembly, the first main electronic control assembly includes a first main controller and a first data acquisition module, the first auxiliary electronic control assembly includes a first auxiliary controller, and the first data acquisition module has two first output terminals and two second output terminals, both of which are used to output steering wheel rotation signals; the first main controller is connected to the first auxiliary controller, the first main controller is connected to the two first output terminals respectively, and the first auxiliary controller is connected to the two second output terminals respectively; if the second electronic control assembly includes a second main electronic control assembly and a second auxiliary electronic control assembly, the second main electronic control assembly includes a second main controller and a data acquisition module for acquiring steering actuator rotation signals. The second data acquisition module for the angle signal, the second auxiliary electronic control assembly including a second auxiliary controller, the second main controller connected to the second auxiliary controller, the second data acquisition module connected to the second main controller and the second auxiliary controller respectively; if the power supply assembly includes a main power supply assembly and an auxiliary power supply assembly, the main power supply assembly including a main power supply, the auxiliary power supply assembly including an auxiliary power supply, both the main power supply and the auxiliary power supply are connected to the first main controller, the first auxiliary controller, the second main controller and the second auxiliary controller, the first main controller and the first auxiliary controller are both connected to the second main controller and the second auxiliary controller; one of the second main controller and the second auxiliary controller can perform steering control on the vehicle according to the rack position signal sent by the first main controller and the first auxiliary controller;

[0111] The fault level identification module 520 is specifically used to determine the fault level as level L1 if the identification identifier indicates that the target assembly is the first main electronic control assembly and the fault source is the steering wheel rotation signal output from one of the two first output terminals; if the identification identifier indicates that the target assembly is the first main electronic control assembly and the fault source is the steering wheel rotation signal output from the two first output terminals, the fault level is determined as level H1; if the identification identifier indicates that the target assembly is the first main electronic control assembly and the fault source is the first main controller, the fault level is determined as level L2; if the identification identifier indicates that the target assembly includes the first main electronic control assembly and the first auxiliary electronic control assembly, and the fault source includes the first main controller and the first auxiliary controller, the fault level is determined as level H2; if the identification identifier indicates that the target assembly is the second main electronic control assembly and the fault source is the second data acquisition module, the fault level is determined as level H2. The fault level is L3; if the identification indicates that the target assembly is the second main electronic control assembly and the fault source is the second main controller, the fault level is determined to be L4; if the identification indicates that the target assembly includes the second main electronic control assembly and the second auxiliary electronic control assembly, and the fault source includes the second main controller and the second auxiliary controller, the fault level is determined to be H3; if the identification indicates that the target assembly is the main power supply assembly and the fault source is the main power supply, the fault level is determined to be L5; if the identification indicates that the target assembly includes the main power supply assembly and the auxiliary power supply assembly, and the fault source includes the main power supply and the auxiliary power supply, the fault level is determined to be H4; among them, levels L1 to L5 all belong to the first level, and levels H1 to H4 all belong to the second level, and the fault severity corresponding to the second level is higher than that corresponding to the first level.

[0112] In one possible implementation, the steering wheel rotation signals output from the two first output terminals include a first steering wheel torque signal and a second steering wheel torque signal; the steering wheel rotation signals output from the two first output terminals include a first steering wheel torque signal and a second steering wheel torque signal; the first control module 530 includes:

[0113] The first adjustment unit is used to perform road feel feedback control on the steering wheel based on the other signal of the first steering wheel torque signal and the second steering wheel torque signal if the fault level is level L1 and the fault source is one of the first steering wheel torque signal and the second steering wheel torque signal; if the fault level is level H1 and the fault source is the first steering wheel torque signal and the second steering wheel torque signal, the first main controller performs road feel feedback control on the steering wheel based on the mechanical friction torque.

[0114] In one possible implementation, the steering wheel rotation signals output from the two first output terminals include a first steering wheel angle signal and a second steering wheel angle signal; the first control module 530 includes:

[0115] The second adjustment unit is used to, if the fault level is level L1 and the fault source is one of the first steering wheel angle signal and the second steering wheel angle signal, generate a rack position signal from the first main controller based on the other of the first and second steering wheel angle signals, and send the rack position signal to the second main controller, so that the second main controller can perform steering control on the vehicle based on the rack position signal; if the fault level is level H1 and the fault source is the first and second steering wheel angle signals, generate a rack position signal from the first main controller based on the steering wheel angle signal collected by the combination switch assembly sensor, and send the rack position signal to the second main controller, so that the second main controller can perform steering control on the vehicle based on the rack position signal.

[0116] In one possible implementation, the first control module 530 includes:

[0117] The third adjustment unit is used to, if the fault level is L2, perform road feel feedback control on the steering wheel by the first auxiliary controller and send a rack position signal to the second main controller so that the second main controller can perform steering control on the vehicle according to the rack position signal; if the fault level is H2, the second main controller obtains the rack position signal from the steering wheel angle signal collected by the combination switch assembly sensor, and performs steering control on the vehicle according to the rack position signal.

[0118] In one possible implementation, the first control module 530 includes:

[0119] The fourth adjustment unit is used to control the vehicle's steering by the second main controller based on the rack position signal sent by the first main controller if the fault level is L3.

[0120] In one possible implementation, the first control module 530 includes:

[0121] The fifth adjustment unit is used to control the vehicle's steering by the second auxiliary controller based on the rack position signal sent by the first main controller if the fault level is L4.

[0122] In one possible implementation, the first control module 530 includes:

[0123] The sixth adjustment unit is used to supply power to the first main electronic control assembly, the first auxiliary electronic control assembly, the second main electronic control assembly, and the second auxiliary electronic control assembly by the auxiliary power supply if the fault level is L5; and to perform steering control on the vehicle by the second main controller based on the rack position signal sent by the first main controller.

[0124] In one possible implementation, the first control module 530 includes:

[0125] The seventh adjustment unit is used to brake some wheels by the braking system if the fault level is level H3 or level H4, so that the vehicle can be driven into a safe area and stopped.

[0126] In one possible implementation, the second control module 540 is specifically used to reduce the upper limit of the driving speed to a first threshold if the fault level is any one of level L1 to level L5; and to reduce the upper limit of the driving speed to a second threshold if the fault level is any one of level H1 to level H4; wherein the second threshold < the first threshold < the upper limit of the driving speed.

[0127] In one possible implementation, the vehicle control device 500 further includes:

[0128] The fault indication unit is used to output a first indication message indicating a minor fault in the steer-by-wire system if the fault level is any one of level L1 to level L5; and to output a second indication message indicating a severe fault in the steer-by-wire system if the fault level is any one of level H1 to level H4.

[0129] It should be noted that the vehicle control device provided in the above embodiments is only illustrated by the division of the above functional modules when executing the vehicle control method. In practical applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above. In addition, the vehicle control device and the vehicle control method embodiments provided in the above embodiments belong to the same concept. Therefore, for details not disclosed in the device embodiments of this application, please refer to the embodiments of the vehicle control method of this application, which will not be repeated here.

[0130] The sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0131] Figure 6 shows a schematic diagram of the structure of a vehicle provided in an embodiment of this application. As shown in Figure 6, the vehicle 600 includes a memory 601 and a processor 602. The memory 601 stores executable program code 6011, and the processor 602 is used to call and execute the executable program code 6011 to perform a vehicle control method.

[0132] This embodiment can divide the vehicle into functional modules according to the above method example. For example, each function can be assigned to a separate module, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0133] When each functional module is divided according to its corresponding function, the vehicle may include: a fault determination module, a level identification module, a first control module, a second control module, etc. It should be noted that all relevant content of each step involved in the above method embodiments can be referenced from the functional description of the corresponding functional module, and will not be repeated here.

[0134] The vehicle provided in this embodiment is used to execute the vehicle control method described above, and therefore can achieve the same effect as the above implementation method.

[0135] When using integrated units, the vehicle may include a processing module and a storage module. The processing module is used to control and manage the vehicle's movements. The storage module is used to support the vehicle in executing relevant program code and data.

[0136] The processing module may be a processor or a controller, which can implement or execute the various exemplary logic blocks, modules, and circuits described in conjunction with the disclosure of this application. The processor may also be a combination of functions that implement computing capabilities, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc., and the storage module may be a memory.

[0137] This embodiment also provides a computer-readable storage medium storing computer program code. When the computer program code is run on a computer, the computer executes the above-described related method steps to implement a vehicle control method in the above embodiment.

[0138] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned steps to implement a vehicle control method as described in the above embodiment.

[0139] In addition, the vehicle provided in the embodiments of this application may specifically be a chip, component or module. The vehicle may include a connected processor and a memory. The memory is used to store instructions. When the vehicle is running, the processor may call and execute the instructions to make the chip execute a vehicle control method in the above embodiments.

[0140] In this embodiment, the vehicle, computer-readable storage medium, computer program product, or chip are all used to execute the corresponding vehicle control method provided above. Therefore, the beneficial effects that can be achieved can be referred to the beneficial effects in the corresponding vehicle control method provided above, and will not be repeated here.

[0141] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0142] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative. For instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0143] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A vehicle control method, wherein, The method is applicable to vehicles with a steer-by-wire system, the steer-by-wire system including a hand feel simulator, a steering actuator and at least two power assemblies, the at least two power assemblies being used to power the hand feel simulator and the steering actuator; The hand-feel simulator includes at least two first electronic control assemblies, and the steering actuator includes at least two second electronic control assemblies. One of the at least two second electronic control assemblies is capable of steering the vehicle according to a rack position signal sent by one of the at least two first electronic control assemblies. The vehicle control method includes: In the event that a target assembly that has failed is present among the at least two power assemblies, the at least two first electronic control assemblies, and the at least two second electronic control assemblies, the identification of the target assembly and the source of the failure in the target assembly are determined; wherein, the identification is used to indicate whether the target assembly is a main assembly or a sub-assembly; The fault level of the steer-by-wire system is determined based on the identification and the source of the fault. The vehicle's steering control strategy is adjusted according to the fault level, and the vehicle's speed is limited according to the fault level.

2. The vehicle control method according to claim 1, wherein, If the first electronic control assembly includes a first main electronic control assembly and a first auxiliary electronic control assembly, the first main electronic control assembly includes a first main controller and a first data acquisition module, the first auxiliary electronic control assembly includes a first auxiliary controller, and the first data acquisition module has two first output terminals and two second output terminals, and the two first output terminals and the two second output terminals are both used to output steering wheel rotation signals; The first main controller is connected to the first secondary controller, the first main controller is connected to the two first output terminals respectively, and the first secondary controller is connected to the two second output terminals respectively; If the second electronic control assembly includes a second main electronic control assembly and a second auxiliary electronic control assembly, the second main electronic control assembly includes a second main controller and a second data acquisition module for acquiring steering actuator angle signals, the second auxiliary electronic control assembly includes a second auxiliary controller, the second main controller is connected to the second auxiliary controller, and the second data acquisition module is connected to the second main controller and the second auxiliary controller respectively; If the power supply assembly includes a main power supply assembly and a secondary power supply assembly, the main power supply assembly includes a main power supply, the secondary power supply assembly includes a secondary power supply, and both the main power supply and the secondary power supply are connected to the first main controller, the first secondary controller, the second main controller and the second secondary controller, and both the first main controller and the first secondary controller are connected to the second main controller and the second secondary controller; One of the second main controller and the second auxiliary controller can perform steering control on the vehicle based on the rack position signal sent by the first main controller and the first auxiliary controller; Determining the fault level of the steer-by-wire system based on the identity identifier and the fault source includes: If the identification indicates that the target assembly is the first main electronic control assembly, and the source of the fault is the steering wheel rotation signal output by one of the two first output terminals, the fault level is determined to be level L1; If the identification indicates that the target assembly is the first main electronic control assembly, and the source of the fault is the steering wheel rotation signal output from the two first output terminals, the fault level is determined to be level H1; If the identification indicates that the target assembly is the first main electronic control assembly, and the fault source is the first main controller, then the fault level is determined to be level L2; If the identification indicates that the target assembly includes the first main electronic control assembly and the first auxiliary electronic control assembly, and the fault source includes the first main controller and the first auxiliary controller, then the fault level is determined to be level H2; If the identification indicates that the target assembly is the second main electronic control assembly, and the fault source is the second data acquisition module, the fault level is determined to be level L3; If the identification indicates that the target assembly is the second main electronic control assembly, and the fault source is the second main controller, the fault level is determined to be level L4; If the identification indicates that the target assembly includes the second main electronic control assembly and the second auxiliary electronic control assembly, and the fault source includes the second main controller and the second auxiliary controller, the fault level is determined to be level H3; If the identification indicates that the target assembly is the main power supply assembly, and the source of the fault is the main power supply, then the fault level is determined to be level L5; If the identification indicates that the target assembly includes the main power supply assembly and the auxiliary power supply assembly, and the fault source includes the main power supply and the auxiliary power supply, then the fault level is determined to be level H4; Among them, levels L1 to L5 all belong to the first level, and levels H1 to H4 all belong to the second level. The degree of failure corresponding to the second level is higher than that corresponding to the first level.

3. The vehicle control method according to claim 2, wherein, The steering wheel rotation signals output from the two first output terminals include a first steering wheel torque signal and a second steering wheel torque signal. The steering wheel rotation signals output from the two first output terminals include a first steering wheel torque signal and a second steering wheel torque signal. The adjustment of the vehicle's steering control strategy based on the fault level includes: If the fault level is level L1, and the fault source is one of the first steering wheel torque signal and the second steering wheel torque signal, then the first main controller performs road feel feedback control on the steering wheel based on the other signal of the first steering wheel torque signal and the second steering wheel torque signal. If the fault level is level H1, and the fault source is the first steering wheel torque signal and the second steering wheel torque signal, then the first main controller performs road feel feedback control on the steering wheel based on the mechanical friction torque.

4. The vehicle control method according to claim 2, wherein, The steering wheel rotation signals output from the two first output terminals include a first steering wheel angle signal and a second steering wheel angle signal. The adjustment of the vehicle's steering control strategy based on the fault level includes: If the fault level is level L1, and the fault source is one of the first steering wheel angle signal and the second steering wheel angle signal, the first main controller generates the rack position signal based on the other signal of the first steering wheel angle signal and the second steering wheel angle signal, and sends the rack position signal to the second main controller, so that the second main controller performs steering control on the vehicle based on the rack position signal; If the fault level is level H1, and the fault source is the first steering wheel angle signal and the second steering wheel angle signal, the first main controller generates the rack position signal based on the steering wheel angle signal collected by the combination switch assembly sensor, and sends the rack position signal to the second main controller, so that the second main controller performs steering control on the vehicle based on the rack position signal.

5. The vehicle control method according to claim 2, wherein, The adjustment of the vehicle's steering control strategy based on the fault level includes: If the fault level is level L2, the first auxiliary controller performs road feel feedback control on the steering wheel and sends the rack position signal to the second main controller, so that the second main controller performs steering control on the vehicle according to the rack position signal; If the fault level is level H2, the second main controller obtains the rack position signal based on the steering wheel angle signal collected by the combination switch assembly sensor, and performs steering control on the vehicle based on the rack position signal.

6. The vehicle control method according to claim 2, wherein, The adjustment of the vehicle's steering control strategy based on the fault level includes: If the fault level is L3, the second main controller will perform steering control on the vehicle based on the rack position signal sent by the first main controller.

7. The vehicle control method according to claim 2, wherein, The adjustment of the vehicle's steering control strategy based on the fault level includes: If the fault level is L4, the second auxiliary controller will perform steering control on the vehicle based on the rack position signal sent by the first main controller.

8. The vehicle control method according to claim 2, wherein, The adjustment of the vehicle's steering control strategy based on the fault level includes: If the fault level is level L5, the auxiliary power supply provides power to the first main electronic control assembly, the first auxiliary electronic control assembly, the second main electronic control assembly, and the second auxiliary electronic control assembly; Furthermore, the second main controller performs steering control on the vehicle based on the rack position signal sent by the first main controller.

9. The vehicle control method according to claim 2, wherein, The adjustment of the vehicle's steering control strategy based on the fault level includes: If the fault level is H3 or H4, the braking system will apply braking control to some wheels to bring the vehicle into a safe area and stop.

10. The vehicle control method according to any one of claims 2 to 9, wherein, The method of limiting the vehicle's speed based on the fault level includes: If the fault level is any one of level L1 to level L5, the upper limit of the driving speed is reduced to the first threshold. If the fault level is any one of level H1 to level H4, the upper limit of the driving speed is reduced to the second threshold. Wherein, the second threshold is less than the first threshold and less than the upper limit of the driving speed.

11. The vehicle control method according to any one of claims 2 to 9, wherein, After determining the fault level of the steer-by-wire system based on the identification and the fault source, the vehicle control method further includes: If the fault level is any one of level L1 to level L5, output the first prompt message indicating a minor fault in the steer-by-wire system; If the fault level is any one of level H1 to level H4, output a second prompt message indicating a severe fault in the steer-by-wire system.

12. The vehicle control method according to any one of claims 2 to 9, wherein, When the steering wheel rotation signal includes a steering wheel angle signal and a steering wheel torque signal, the first output terminal of the first channel includes sub-output terminals T1 and T2, the second output terminal of the second channel includes sub-output terminals T3 and T4, the first output terminal of the first channel includes sub-output terminals A1 and A2, and the second output terminal of the second channel includes sub-output terminals A3 and A4. Sub-output terminals T1, T2, A1, and A2 are connected to the first main controller, and sub-output terminals T3, T4, A3, and A4 are connected to the first auxiliary controller. Sub-output terminals T1-T4 all output steering wheel torque signals, and sub-output terminals A1-A4 all output steering wheel angle signals. The vehicle control method further includes: When both the first main controller and the first auxiliary controller receive two steering wheel torque signals and two steering wheel angle signals, the first main controller and the first auxiliary controller perform mutual verification on the two steering wheel torque signals they each receive, and perform mutual verification on the two steering wheel angle signals they each receive. After the verification is successful, any one of the steering wheel torque signals and any one of the steering wheel angle signals is used for relevant control.

13. The vehicle control method according to any one of claims 2 to 9, wherein, The second data acquisition module has four third output terminals, two of which are connected to the second main controller and the other two are connected to the second auxiliary controller. The vehicle control method further includes: When the second main controller and the second auxiliary controller receive two steering actuator angle signals, they both perform mutual verification on the two steering actuator angle signals they received. After the verification is successful, they initialize the position of the motor sensor of the steering actuator motor through any one of the steering actuator angle signals.

14. A vehicle, wherein, The vehicles include: Memory, used to store executable program code; A processor is configured to call and run the executable program code from the memory, causing the vehicle to perform the vehicle control method as described in any one of claims 1 to 13.

15. A computer-readable storage medium, wherein, The computer-readable storage medium stores a computer program that, when executed, implements the vehicle control method as described in any one of claims 1 to 13.

Images