CN118306463A - Steer-by-wire redundancy control method, system and vehicle - Google Patents
Steer-by-wire redundancy control method, system and vehicle Download PDFInfo
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Abstract
The embodiment of the application provides a steer-by-wire redundancy control method, a system and a vehicle. The method comprises the following steps: determining first working state information and fault diagnosis information of a first control system currently executing a steering task; receiving second working state information of a second management and control system; and determining a steering working mode based on the matching result of the first working state information, the second working state information and the fault diagnosis information. And carrying out working mode matching according to the first working state information, the second working state information and the fault diagnosis information to obtain a steering working mode. The method can realize comprehensive monitoring of the steer-by-wire system, timely and accurately judge the fault type and adjust the steering working mode and the corresponding power assisting capability value, thereby ensuring the stable work of the steer-by-wire system.
Description
Technical Field
The application relates to the technical field of vehicle control, in particular to a steer-by-wire redundancy control method, a system and a vehicle.
Background
With the development of vehicle technology, the vehicle not only can meet the travel demands of users, but also can provide users with rich and diversified practical functions and interactive functions of the vehicle.
Among vehicle systems, the systems are becoming more and more complex with the diversification of functions in the vehicle. At the same time, the management of the system becomes more complex. Among them, the steer-by-wire system is a relatively important system among vehicle systems. Some of the functions in the steer-by-wire system are safety-related functions, especially in the case of high real-time requirements and high safety requirements. It is important to be able to find faults timely and accurately.
Disclosure of Invention
The embodiment of the application provides a steer-by-wire redundancy control method, a steer-by-wire redundancy control system and a vehicle, which are used for realizing a scheme of timely and accurately adjusting the working mode of a steer-by-wire system.
In a first aspect, an embodiment of the present application provides a steer-by-wire redundancy control method, including:
determining first working state information and fault diagnosis information of a first control system currently executing a steering task;
receiving second working state information of a second management and control system;
and determining a steering working mode based on the matching result of the first working state information, the second working state information and the fault diagnosis information.
In a second aspect, an embodiment of the present application provides a steer-by-wire redundancy control system, including:
the first management and control system and the second management and control system;
the first management and control system is used for executing a work task, determining first working state information, fault diagnosis information and receiving second working state information of the second management and control system;
The first management and control system comprises a fault management unit, wherein the fault management unit is used for carrying out working mode matching according to the first working state information, the second working state information and the fault diagnosis information, and determining a steering working mode according to a matching result.
In a third aspect, an embodiment of the present application provides a vehicle including: a vehicle body and a power source;
the vehicle body is provided with a memory and a processor;
the memory is used for storing one or more computer instructions;
the processor is configured to execute the one or more computer instructions for performing the steps in the method of the first aspect.
In the steer-by-wire redundancy control method, the system and the vehicle provided by the embodiment of the application, the first working state information and the fault diagnosis information of the first control system which currently executes the steer-by-wire task are determined; receiving second working state information of a second management and control system; and determining a steering working mode based on the matching result of the first working state information, the second working state information and the fault diagnosis information. Through the scheme, the working mode is matched according to the first working state information, the second working state information and the fault diagnosis information, and the steering working mode and the corresponding power assisting capability value are obtained. The method can realize comprehensive monitoring of the steer-by-wire system, timely and accurately judge the fault type and adjust the steering working mode and the corresponding power assisting capability value, thereby ensuring the stable work of the steer-by-wire system.
Drawings
The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this specification, illustrate embodiments of the application and together with the description serve to explain the application and do not constitute a limitation on the application. In the drawings:
fig. 1 is a schematic structural diagram of a steer-by-wire redundancy control system according to an embodiment of the present application;
fig. 2 is a schematic flow chart of a steer-by-wire redundancy control method according to an embodiment of the present application;
FIG. 3 is a schematic diagram illustrating state switching of a state management unit according to an embodiment of the present application;
fig. 4 is a schematic structural diagram of a vehicle according to an embodiment of the present application.
Detailed Description
In order to enable those skilled in the art to better understand the present invention, the following description will make clear and complete descriptions of the technical solutions according to the embodiments of the present invention with reference to the accompanying drawings.
In some of the flows described in the description of the invention, the claims, and the figures described above, a number of operations occurring in a particular order are included, and the operations may be performed out of order or concurrently with respect to the order in which they occur. The sequence numbers of operations such as 101, 102, etc. are merely used to distinguish between the various operations, and the sequence numbers themselves do not represent any order of execution. In addition, the flows may include more or fewer operations, and the operations may be performed sequentially or in parallel. It should be noted that, the descriptions of "first" and "second" herein are used to distinguish different messages, devices, modules, etc., and do not represent a sequence, and are not limited to the "first" and the "second" being different types.
In the technical scheme of the application, the steer-by-wire system comprises an upper steering system, a lower steering system and a chassis domain controller. Fig. 1 is a schematic structural diagram of a steer-by-wire redundancy control system according to an embodiment of the present application. As can be seen from fig. 1, there is a first and a second management and control system in redundant backup relation to each other. When a task is executed, only one of the control systems is usually required to execute, and the other control system keeps information synchronization with the control system, and when the control system executing the task fails, the other control system is used as a redundant backup to replace the failed control system to continue to execute the corresponding task.
The first management and control system is used for executing a work task, determining first working state information, fault diagnosis information and receiving second working state information of the second management and control system;
the first management and control system comprises a fault management unit, and the fault management unit is used for carrying out working mode matching according to the first working state information, the second working state information and the fault diagnosis information, so that the first management and control system determines a steering working mode according to a matching result.
It is assumed here that the first management and control system is the system currently performing the work task. The first control system can determine the first working state information and the fault diagnosis information, and can also receive the second working state information of the second control system. The first management and control system comprises a fault management unit which is used for matching the working modes of the received first working state information, second working state information and fault diagnosis information. Further, the fault management unit determines a corresponding steering operation mode according to the matching result.
When a fault is found, it indicates that the current fault will affect the normal operation of the vehicle steering system. It is therefore necessary to adjust the amount of boost in a steer-by-wire system accordingly. Specifically, the assisting power values corresponding to the different steering operation modes are different. The steer-by-wire system is capable of providing one hundred percent power assist when there is no fault. In order to enable a stable operation of the steer-by-wire system when a fault occurs, half the assistance may be provided by the steer-by-wire system. The present invention is described by way of example only, and is directed to a steering system for a vehicle that provides different power assist in different steering modes, and that is capable of performing steering tasks safely and reliably even in the event of a failure in the steer-by-wire.
In practical application, after receiving the first working state information, the second working state information and the fault diagnosis information, the matching processing is further performed, and different matching results correspond to different steering working modes. Corresponding power assistance is different in different steering working modes. In addition, different mode names can be shown on the vehicle-mounted man-machine interaction end according to different steering working modes. So that the user can know the information of the current steering working mode, the boosting capacity value, the fault state and the like in time.
Each management and control system also collects respective safety state information, namely first safety state information and second safety state information. And the two management and control systems also exchange safety state information, wherein the safety state information comprises: a safe fault state and a non-safe fault state. The safety fault state refers to that the current fault state is a fault state related to safety. The unsafe fault state refers to the fault state which is independent of safety and does not influence the normal operation of the drive-by-wire steering system.
The fault diagnosis information includes: fault diagnosis information, basic fault diagnosis information. The fault diagnosis information refers to fault diagnosis information generated by a fault unit with high real-time and high safety requirements; wherein, the fault diagnosis information can be classified into safety-related faults and non-safety-related faults according to the fault class. The basic fault diagnosis information refers to various steering-by-wire related information, and comprises various basic fault diagnosis information without high real-time and high safety requirements. Different types of fault diagnosis information stations.
In addition, the first management and control system further comprises: a base failure unit. The fault management unit in the first management and control system receives second safety state information through a key channel. And the basic fault unit in the first management and control system receives basic fault diagnosis information through a basic channel.
The basic fault unit is used for receiving various basic fault diagnosis information, and the basic fault diagnosis information generally does not have high real-time performance and high safety requirements. Of course, the basic fault unit can also receive and store fault diagnosis information at the same time, and when the fault management unit works unstably or has a problem, corresponding fault prompt and determination of a steering working mode can be performed based on the fault diagnosis information stored by the basic fault unit.
It should be noted that, the Fault Management unit may be, for example, fault Management, and the base Fault unit may be, for example, diagnostic EVENT MANAGEMENT. The Diagnostic EVENT MANAGEMENT has a wider application range, but has a longer data processing period, and cannot meet the requirement of high real-time. The Fault Management has the characteristics of short data processing period and high instantaneity, and is suitable for processing various Fault diagnosis information with high instantaneity and high safety requirements. In the technical scheme of the application, a fault management unit and a basic fault unit are arranged in the first management and control system, and meanwhile, a fault management unit and a basic fault unit are also arranged in the second management and control system. The first management and control system and the second management and control system which are used as the redundant mutual backup relation have the same fault management mode and steering working mode determining result.
If the second control system is executing the work task, the steering operation mode may be confirmed and the assist ability value may be adjusted in the above manner. The description thereof will not be repeated here.
In order to facilitate understanding, the technical scheme of the present application will be described below with reference to specific embodiments.
Fig. 2 is a schematic flow chart of a steer-by-wire redundancy control method according to an embodiment of the present application. The method may be applied to a controller, such as an in-vehicle display controller. The method specifically comprises the following steps:
step 201: first operating state information and fault diagnosis information of a first control system currently performing a steer-by-wire task are determined.
Step 202: and receiving second working state information of a second management and control system.
Step 203: and determining a steering working mode based on the matching result of the first working state information, the second working state information and the fault diagnosis information.
It is assumed that the first control system is used as a system for currently executing the steering task, and in the process of executing the steering task, the first control system also receives fault diagnosis information and second safety state information provided by the second control system at the same time. The acquired first working state information comprises first safety state information, and the second working state information comprises second safety state information.
Before adjustment, matching processing (specific matching processing procedure will be specifically exemplified in each embodiment described below) needs to be performed by integrating the first security state information, the second security state information, and the failure diagnosis information.
The fault diagnosis information includes: fault diagnosis information and basic fault diagnosis information. As described above, the fault diagnosis information refers to fault diagnosis information generated by a fault unit having high real-time, high safety requirements. The basic fault diagnosis information refers to various steering-by-wire related information, and comprises various basic fault diagnosis information without high real-time and high safety requirements. Different types of fault diagnosis information stations.
In a steer-by-wire system, different steering modes correspond to different power-assisted tasks. For example, if the current steer-by-wire system does not have any faults, then the steer-by-wire system may provide one hundred percent of assistance to the user to assist in achieving the steering task. In order to ensure safe and reliable operation of the steer-by-wire system when the steer-by-wire system fails, the steer-by-wire system may suitably provide some assistance, e.g. half assistance.
Through the scheme, the steering working mode of the management and control system for executing the working task at present is comprehensively determined according to the safety state information and the fault diagnosis information collected in the fault management system. The comprehensive aspects can obtain more accurate matching results. Even if one of the control systems fails or fails, the steer-by-wire system can still be ensured to normally execute the corresponding task.
If the second control system is executing the work task, the steering operation mode may be confirmed and the assist ability value may be adjusted in the above manner. The description thereof will not be repeated here. The fault diagnosis information is the fault diagnosis information fed back most recently at the present moment, and the safety state information indicates the previous period and the previous safety state.
It should be noted that the first management and control system and the second management and control system may be in a redundant mutual backup relationship. When one of the control systems fails, the other control system can be used for realizing fault management, seamless switching among different control systems is realized, and the stability and reliability of fault management can be effectively improved.
In one or more embodiments of the present application, the steering operation mode includes: a first steering operation mode and a second steering operation mode; the state synchronization period of the first steering working mode is larger than that of the second steering working mode;
The first steering operation mode includes: a power-down preparation mode, a power-down shutdown mode and a normal working mode;
the second steering operation mode includes: a first steering failure mode providing full assist, a second steering failure mode providing half assist, and an error mode.
For example, the first steering Mode of operation is referred to herein as a Normal Mode of operation (Normal Mode) and the second steering Mode of operation is referred to herein as a degraded Mode (Degraded Mode). The state synchronization period of the first steering working mode is 10ms, and the functional safety level is a low safety level. The state synchronization period of the second steering operation mode is 1ms, and the functional safety level is a high safety level.
In the second steering operation mode with high safety level, a plurality of modes are included, respectively: a first steering failure mode providing full assist, a second steering failure mode providing half assist, and an error mode.
Wherein the first steering failure mode is when the entertainment function fails, the navigation system fails, etc., and the failure does not directly affect the vehicle function, the steering operation mode will be adjusted to the first steering failure mode, in which full assistance is provided.
The second steering failure mode is a mode in which, when the automatic driving function, the driving assist function, or the like is failed, and when the failure has a certain influence on the vehicle function, the steering operation mode is adjusted to the second steering failure mode in which half-assist is provided
The error mode is when the speed control function fails, or the braking function fails, and in the event that these faults have a significant effect on the vehicle function, the steering operation mode is adjusted to the error mode in which half-assist or no-assist will be provided.
In one or more embodiments of the present application, further comprising: determining first safety state information of a first management and control system; and receiving second safety state information of a second management and control system.
And determining target safety state information according to the first safety state information contained in the first working state information, the second safety state information contained in the second working state information and the fault diagnosis information.
When the first working state information is an initialized state or a normal state, if the fault diagnosis information is a non-safety related fault and the second safety state information contains the non-safety fault state, determining that the target safety state information is the non-safety fault state.
As previously described, the first and second safety state information include a safety fault state and a non-safety fault state, respectively. Wherein the unsafe fault conditions include: initialization state Init, normal state Normal, and non-safety related state Full Availability Mode. The safe fault state includes: security related status Safety Availability Mode.
When matching is performed, if the first working state information is in an initialized state or in a normal state, the safety fault problem is not existed. If the received fault diagnosis information is a non-safety-related fault, the fault diagnosis information indicates that no safety fault problem exists. Further, if the received second safety state information is the initialized state or the normal state or any one of the non-safety-related states in the non-safety fault state, the second safety state information indicates that the safety fault problem does not exist. Therefore, the first control system can be adjusted to be in a non-safety fault state, the current fault is a non-safety related fault, a work task can be normally executed, and the corresponding steering working mode is a full-power-assisted mode.
For example, it may be assumed that the initialization state is 0, the normal state is 0, the non-safety-related state is 0, and the safety-related state in the safety failure state is 1. Meanwhile, it is assumed that the safety-related failure is 1 and the non-safety-related failure is 0 in the failure diagnosis information. And further performing an and operation on the first safety state information, the fault diagnosis information and the second safety state information when the first management and control system is determined to be the management and control system currently executing the work task. The operation result of 0& &0& &0 is 0, which indicates that the first safety information state of the first management and control system needs to be adjusted to be in a non-safety fault state.
And when the first safety state information is in a non-safety fault state, if the fault diagnosis information is in a non-safety fault state and the second safety state information is in a non-safety fault state, determining that the target safety state information is in a normal state.
And when matching is performed, if the first safety state information is in a non-safety fault state, the safety fault problem is not existed. And if the received fault diagnosis information is no related fault, indicating that no safety fault problem exists. Further, if the received second safety state information is the initialized state or the normal state or any one of the non-safety-related states in the non-safety fault state, the second safety state information indicates that the safety fault problem does not exist. Therefore, the first control system can be adjusted to be in a normal state, which means that no fault exists at present, the work task can be normally executed, and the corresponding steering working mode is a full-power-assisted mode. The fault diagnosis information referred to herein is fault diagnosis information fed back most recently at the present time, and the safety state information indicates the previous cycle and the previous safety state. Although the last cycle is a non-safety failure state, the latest diagnosis result is no failure, and the target safety state information may be determined to be a normal state.
For example, it may be assumed that an initialization state in a non-safety-failure state is 0, a normal state is 0, a non-safety-related state is 0, and a safety-related state in a safety-failure state is 1. Meanwhile, it is assumed that the safety-related failure is 1 and the non-safety-related failure is 0 in the failure diagnosis information. And further performing an and operation on the first safety state information, the fault diagnosis information and the second safety state information when the first management and control system is determined to be the management and control system currently executing the work task. The operation result of 0& &0& &0 is 0, which indicates that the target security state information is in a normal state.
And when the first safety state information is in a non-safety fault state, if the fault diagnosis information is in a safety related fault and the second safety state is in the non-safety fault state or the safety fault state, determining that the target safety state information is in a first failure state or a second failure state or an error state.
And when matching is performed, if the first safety state information is in a non-safety fault state, the safety fault problem is not existed. If the received fault diagnosis information is a safety-related fault, the safety fault problem exists, and the steering by wire cannot work completely and normally. Further, if the received second safety state information is the initialized state or the normal state or any one of the non-safety related states in the non-safety fault state, the second safety state information indicates that no safety fault problem exists, or the second safety state information is the safety fault state, the second safety state information indicates that the fault problem exists. Therefore, the target safety state information can be determined to be the first failure state, the second failure state or the error state, which indicates that the safety fault exists currently, the work task cannot be normally executed, and the corresponding steering work mode is the half-power-assisted mode. The fault diagnosis information referred to herein is fault diagnosis information fed back most recently at the present time, and the safety state information indicates the previous cycle and the previous safety state. Although the last cycle is a non-safety fault state, the latest diagnosis result is a safety related fault, and the safety state information of the first management and control system may be adjusted to a safety fault state.
For example, it may be assumed that an initialization state in a non-safety-failure state is 0, a normal state is 0, a non-safety-related state is 0, and a safety-related state in a safety-failure state is 1. Meanwhile, it is assumed that the safety-related failure is 1 and the non-safety-related failure is 0 in the failure diagnosis information. And further performing an and operation on the first safety state information, the fault diagnosis information and the second safety state information when the first management and control system is determined to be the management and control system currently executing the work task. The result of the operation of 0& &1& &0 or 0& &1 is 1, which indicates that the target safety state information is in the first failure state, the second failure state or the error state.
And when the first safety state information is in an initialized state or a normal state, if the fault diagnosis information is a safety related fault and the second safety state information contains the non-safety fault state or the safety fault state, determining that the target safety state information is in a first failure state, a second failure state or an error state.
When matching is performed, if the first safety state information is in an initialized state or a normal state, the safety fault problem is not existed. And if the received fault diagnosis information is a safety-related fault, indicating that a safety fault problem exists. Further, if the received second safety state information is the initialized state or any one of the normal state or the non-safety related state in the non-safety fault state, the second safety state information indicates that the safety fault problem does not exist; and if the second safety state information is received as the safety fault state, indicating that the safety fault problem exists. Therefore, the first control system needs to be adjusted to be in a safe fault state, which indicates that a safety-related fault exists currently, a work task cannot be normally executed, and the corresponding steering work mode is a half-power-assisted mode. The fault diagnosis information referred to herein is fault diagnosis information fed back most recently at the present time, and the safety state information indicates the previous cycle and the previous safety state. Although the last cycle is a non-safety fault state, the latest diagnosis result is no fault, and the target safety state information is a normal state.
And when the first safety state information is in a safety fault state, if the fault diagnosis information is in a non-safety related fault and the second safety state information is in a safety fault state, determining that the target safety state information is in a failure state.
Or when the first safety state information is in a safety fault state or a non-safety fault state, if the fault diagnosis information is in a safety related fault and the second safety state information is in a safety fault state or a non-safety fault state, determining that the target safety state information is in a failure state.
In practical application, when at least two of the first safety state information, the second safety state information and the fault diagnosis information have safety related faults, the current steer-by-wire system has serious safety faults. In order to ensure the safety of the vehicle, the steering operation mode is adjusted to the failure mode by the first management and control system, and full assistance, half assistance or no assistance provided in the failure mode is required to be determined according to the type of the failure mode, and is explained in the following embodiments. Under the condition of no power assist, the driver rotates the steering wheel to be no longer supported by the power assist, and the driver has poor hand feeling in the driving process, so that the driver is reminded to conduct safety problem troubleshooting as soon as possible, and the fault is relieved.
In one or more embodiments of the present application, the determining a steering operation mode based on the matching result of the first operation state information, the second operation state information, and the fault diagnosis information includes:
when the first working state information is the bottom layer module initialization state, or the function module normal state, if the target safety state information is the first failure state, or the fault diagnosis information is the first failure state, the steering working mode is adjusted to be a first steering failure mode;
when the first working state information is the bottom layer module initialization state, or the function module normal state, if the target safety state information is the second failure state, or the fault diagnosis information is the second failure state, the steering working mode is adjusted to be the second steering failure mode;
when the first working state information is the bottom layer module initialization state, or the function module normal state, if the target safety state information is the error state, the steering working mode is adjusted to be the error mode.
When the first working state information acquired by the first management and control system is the bottom layer module initialization state, or the function module normal state, the current working state of the first management and control system is normal. At this time, the target safety state information obtained based on the foregoing solution is a first failure state, or the obtained fault diagnosis information of the first management and control system is a first failure state, a second failure state, or an error state, which indicates that the current steer-by-wire system has a fault, and the steering operation mode needs to be adjusted to be a first steering failure mode, a second steering failure mode, or an error mode according to the comprehensive determination result.
The current steering working mode is comprehensively judged to be adjusted to the corresponding mode based on the fault diagnosis information received by the second control system and the first control system, so that the normal operation of the steer-by-wire system and other functions of the vehicle can be effectively ensured.
In one or more embodiments of the present application, the determining a steering operation mode based on the matching result of the first operation state information, the second operation state information, and the fault diagnosis information includes: and when the first working state information is the first steering failure mode, the second steering failure mode or the error state, if the vehicle speed is smaller than a first speed threshold value and the ignition state is the off state, the steering working mode is adjusted to be the power-down preparation mode.
When the first operation state information of the vehicle is checked to be in a failure mode or an error mode, the current vehicle is indicated to have a fault affecting safe driving, and in order to ensure the safety of the vehicle and passengers, the vehicle needs to be safely parked as soon as possible. Meanwhile, when the current vehicle speed is detected to be smaller than the first speed threshold (such as 5 KM/H), the current vehicle is indicated to have a parking requirement (for example, a driver controls the vehicle to park alongside), or the current situation is indicated that the immediate safe parking can be realized even if the steering system is not controlled (that is, steering wheel adjustment is not performed). If the ignition switch is not turned off at this time, the safe parking condition is not satisfied even if the current vehicle speed is less than the first speed threshold, which indicates that the driver does not have a need to stop the vehicle, for example, the current vehicle is congested or waiting for a signal light to cause temporary parking, and the ignition switch is not turned off, the steering operation mode is not adjusted to the power-down preparation mode at this time.
If the ignition state is detected to be in a closed state (the ignition switch can be turned off actively by a driver or turned off passively due to some faults), the vehicle is indicated to lose power, and the vehicle needs to be stopped immediately, and no control requirement on a steering system exists. Therefore, in order to avoid the malfunction affecting the safety of the vehicle, the steering operation mode may be adjusted to the power-down preparation mode.
Here, when the ignition switch is manually turned off by the driver, it is required to ensure that the current vehicle is at a safe position (for example, the vehicle is at a roadside, a parking space, or a non-driving trunk); if the vehicle is in a safe position, the driver can drive the vehicle to the safe position or take over the vehicle and automatically drive the vehicle to the safe position under emergency conditions before the vehicle automatically turns off the ignition switch under the safety requirement, and then the ignition switch can be turned off after the vehicle is confirmed to be in the safe position again. Further, the steering operation mode is adjusted to the power-down preparation mode.
In one or more embodiments of the present application, the determining a steering operation mode based on the matching result of the first operation state information, the second operation state information, and the fault diagnosis information includes: and if the first working state information comprises a power-down ready state and the steering wheel torque is zero, and the second working state information comprises a power-down ready state, the steering working mode is adjusted to be a power-down power-off mode.
In practical applications, when the first operating state information is in the power-down ready state and the steering wheel torque is zero, it indicates that the user (e.g., driver) has no control over the steering wheel, no steering requirement, and may have left the vehicle. And the second working state information comprises a shutdown preparation state, and the second working state information indicates that the current vehicle state meets a shutdown condition, so that a power-off shutdown task can be executed; it should be noted that the power-down shutdown mode must be enabled when already in a power-down ready state to avoid locking the user into the vehicle cabin.
In one or more embodiments of the present application, the determining a steering operation mode based on the matching result of the first operation state information, the second operation state information, and the fault diagnosis information includes:
When the first working state information is the function module initialization state, if the target safety state information is in a normal state or the fault diagnosis information is in a normal state and the speed of the vehicle is greater than a first speed threshold value, the steering working mode is adjusted to a normal working mode;
and when the first working state information is in a function module initialization state, the speed of the vehicle is smaller than the first speed threshold value, and the ignition switch is in a closing state, the steering working mode is adjusted to be a power-down preparation mode.
In practical application, if the working state information and the target safety state information are normal, and the fault diagnosis information is in a normal state, if the detected speed of the vehicle is greater than the first speed threshold value, the current vehicle has no fault, and the steering working mode can be adjusted to be in a normal working mode.
If the first operating state information is in an initialized state, but the vehicle speed is less than the first speed threshold, the current vehicle is in a stopped state or is in a state to be stopped. When the ignition switch is further detected to be in the off state, the requirement of power-down of the vehicle is indicated, the steering working mode is required to be adjusted to be in a power-down preparation mode, and power-down can be performed after further inspection (for example, the moment of the steering wheel is checked to be zero) passes.
Based on the above scheme, when the working state information is the function module initialization state, it is further determined how to adjust (to adjust) the steering working mode according to the target safety state information, the vehicle speed, the ignition switch, etc., and it is accurately determined whether to adjust to the power-down preparation mode or the normal working mode. Through checking and judging various key information, accurate management and control of the steering working mode are realized.
In one or more embodiments of the present application, the determining a steering operation mode based on the matching result of the first operation state information, the second operation state information, and the fault diagnosis information includes:
And when the first working state information is in a normal working state, if the target safety state information is in an error state or the fault diagnosis information is in an error state, the steering working mode is adjusted to be a power-down preparation mode.
In practical application, even if the first operating state information is in a normal operating state, when the obtained target safety state information is in an error state or the fault diagnosis information is in an error state, the current error influences the safety running of the vehicle, so that the transformation operating mode is adjusted to a power-down preparation mode, and the safety of the vehicle can be effectively ensured.
In one or more embodiments of the present application, the determining a steering operation mode based on the matching result of the first operation state information, the second operation state information, and the fault diagnosis information includes:
And when the first working state information is a first steering failure state, if the target safety state information is a normal state or the fault diagnosis information is a normal state, the steering working mode is a normal working mode.
In some cases, the operating state information is a steering failure state, but after further inspection, it is known that the target safety state information is a normal state, or the fault diagnosis information is a normal state, which indicates that the current vehicle can be steered normally, so that the steering operating mode can be adjusted to the normal operating mode.
In one or more embodiments of the present application, the determining a steering operation mode based on the matching result of the first operation state information, the second operation state information, and the fault diagnosis information includes:
when the first working state information is a first steering failure state, if the target safety state information is a second steering failure state or the fault diagnosis information is a second steering failure state, the steering working mode is adjusted to be a second steering failure mode;
and when the first working state information is a first steering failure state or a second steering failure state, if the target safety state information is an error state or the fault diagnosis information is an error state, the steering working mode is adjusted to be an error mode.
In practical application, when the first working state information is the first steering failure state, further checking and judging, if the obtained target safety state information is the second steering failure state or the fault diagnosis information is the second steering failure state, the vehicle steering failure problem is more and more serious, so that the steering working mode needs to be adjusted to the second steering failure mode, and the safety of the vehicle can be effectively ensured.
In addition, if the first working state information is the first steering failure state or the second steering failure state, further checking is performed, and if the target safety state information is found to be an error state or the fault diagnosis information is found to be an error state, the steering working mode can be adjusted to be an error mode, so that potential safety hazards caused by the fact that the vehicle is in a normal mode are avoided.
In one or more embodiments of the present application, the receiving the second operation state information of the second management and control system includes:
receiving the second working state information according to the state synchronization period of the first steering working mode or the second steering working mode;
and if the second working state information is not received according to the state synchronization period, generating communication system fault prompt information.
As can be seen from the foregoing, the state synchronization periods corresponding to the different steering modes are different. However, no matter which mode of operation is currently being performed, synchronization of the operating state information is required between the first and second management and control systems. Under the condition that two management and control systems work normally, synchronous tasks are executed according to a certain state synchronous period, and when the modes are switched, the period is correspondingly changed.
For example, when the first management and control system and the second management and control system exchange working state information with each other, the working state information is transmitted through a key channel, such as an IPC SPI, the transmission rate of the IPC SPI is 1ms, and the transmission rate of the key channel is faster than that of the base channel. The operating state information (e.g., remote STATE SYNC signal) sends a Refresh Counter signal simultaneously when transmitted through IPC SPI. When the receiver checks that the Refresh Counter is not updated according to the state synchronization period, the communication mechanism of the IPC SPI is considered to have a problem. Therefore, the communication fault can be found in time, and the influence on the safety control of the vehicle due to the communication fault is avoided.
As can be seen from the foregoing, the steer-by-wire system includes an upper steering system, a lower steering system, and a chassis domain controller. The technical scheme described above is adopted for fault management and control for the upper steering system, the lower steering system and the chassis domain controller respectively. For example:
Assume that the first management and control system is Master (Master) and the second management and control system is Slave (Slave). Each management and control system comprises a fault management unit and a basic fault unit. For example, the processing steps may be performed,
After receiving Ignition, VEHICLE SPEED (vehicle speed), DEM EVENT STATE (fault diagnosis information), ecu SAFE STATE (electronic control unit), STATE MACHINE MANAGEMENT (state machine management) on the Master side (may be referred to as a first management system), a Remote STATE SYNC (Remote operation state information) signal transmitted from the Slave side (which is a second management system or a first management system corresponding to the Master) is combined, and the SYSTEM STATE (system state) signal on the Master side and the Remote STATE SYNC (Remote operation state information) signal on the Master side are comprehensively determined based on the received information, and the Remote STATE SYNC signal on the Master side is transmitted to the Slave side through the IPC SPI.
On the Slave side, STATE MACHINE MANAGEMENT receives the Ignition, VEHICLE SPEED, DEM EVENT STATE and Ecu SAFE STATE, then combines with the Remote STATE SYNC signal transmitted from the Master side to calculate SYSTEM STATE on the Slave side and Remote STATE SYNC signal on the Slave side, and transmits the Remote STATE SYNC signal on the Slave side to the Master side through IPC SPI.
The transmission rate of the IPC SPI is 1ms. The Remote STATE SYNC signal, when transmitted through the IPC SPI, sends a Refresh Counter signal simultaneously. When the receiver checks that the Refresh Counter is not updated, the communication mechanism of the IPC SPI is considered to have a problem.
Through the scheme, the master and the slave are used as the mutual backup relationship, and the two parties can share information through the IPC SPI. When one of the control systems fails, the difference of the working states between the master and slave can be found in time, and the control systems are switched, so that the steering system is ensured to work normally.
For ease of understanding, the operation of the fault management unit will be illustrated in the following description with reference to the specific figures. Fig. 3 is a schematic diagram of state switching of the state management unit according to an embodiment of the present application. As can be seen in fig. 3, the SYSTEM STATE MACHINE module is divided into two parts, one part being the first steering Mode of operation (Normal Mode) and the other part being the second steering Mode of operation (Degraded Mode). The state synchronization period of Normal Mode is 10ms, and the functional security level is QM. Degraded Mode has a state synchronization period of 1ms and a functional security level of ASILD.
The explanation of each state is as follows:
EcuInit: the mode is initialized for the underlying module. In this mode Disable torque output; setting the maximum power assisting level to be 0%
AppInit: a mode is initialized for the functional application module. In this mode Di sable torque output; the maximum boost level was set at 0%.
Normal: is the normal operation mode of the functional application module. In this mode Enable torque output; the maximum boost level was set at 100%.
FailOpA: mode a (i.e., the first steering failure mode) is selected for failure of the functional application module. In this mode Enable torque output; the maximum boost level was set at 100%.
FailOpB: mode B (i.e., the second steering failure mode) is selected for failure of the functional application module. In this mode Enable torque output; the maximum boost level was set at 50%.
Error: is an error pattern of the function application module. In this mode Disable torque output; the maximum boost level was set at 50%.
PostRun: and preparing the mode for powering down the functional application module. In this mode Disable torque output; the maximum boost level was set at 0%.
Off: is a power-down mode of the functional application module. In this mode Disable torque output, the maximum boost level is set to 0% and the bottom module is requested to perform the down current pass.
As can be seen from fig. 3, the operation state adjustment flow under different matching processing results.
T0 (EcuInit- > AppInit): (SYSTEM STATE is Ecu Init) & (SAFE STATE is not Init) & (DEM EVENT STATE is Normal) & (Remote STATE SYNC is Ready for Init) & (Ignition State is Ignition On).
T1 (EcuInit- > FailOpA): (SYSTEM STATE is Ecu Init) & & ((SAFE STATE is FailOpA) | (DEM EVENT STATE is FailOpA)).
T1 (EcuInit- > FailOpB): (SYSTEM STATE is Ecu Init) & & ((SAFE STATE is FailOpB) | (DEM EVENT STATE is FailOpB)).
T1 (EcuInit- > Error): (SYSTEM STATE is Ecu Init) & & ((SAFE STATE is Error) | (DEM EVENT STATE is Error)).
T2 (AppInit- > FailOpA): (SYSTEM STATE is App Init) & & ((SAFE STATE is FailOpA) | (DEM EVENT STATE is FailOpA)).
T2 (AppInit- > FailOpB): (SYSTEM STATE is App Init) & & ((SAFE STATE is FailOpB) | (DEM EVENT STATE is FailOpB)).
T2 (AppInit- > Error): (SYSTEM STATE is App Init) & & ((SAFE STATE is Error) | (DEM EVENT STATE is Error)).
T3 (AppInit- > Normal): (SYSTEM STATE is App Init) & ((SAFE STATE is Normal) | (DEM EVENT STATE is Normal)) & (VEHICLE SPEED is greater than 5 km/h).
T4 (AppInit- > PostRun): (SYSTEM STATE is App Init) & (VEHICLE SPEED is less than 5 km/h) & (Ignition State is Ignition Off).
T5 (Normal- > FailOpA): (SYSTEM STATE is Normal) & & ((SAFE STATE is FailOpA) | (DEM EVENT STATE is FailOpA)).
T5 (Normal- > FailOpB): (SYSTEM STATE is Normal) & & ((SAFE STATE is FailOpB) | (DEM EVENT STATE is FailOpB)).
T5 (Normal- > Error): (SYSTEM STATE is Normal) & & (SAFE STATE is Error) | (DEM EVENT STATE is Error)).
T6 (Normal- > PostRun): (SYSTEM STATE is Normal) & & (SAFE STATE is Error) | (DEM EVENT STATE is Error)).
T7 (FailOpA- > FailOpB): (SYSTEM STATE is FailOpA) & & ((SAFE STATE is FailOpB) | (DEM EVENT STATE is FailOpB)).
T8 (FailOpA- > Error): (SYSTEM STATE is FailOpA) & & ((SAFE STATE is Error) | (DEM EVENT STATE is Error)).
T9 (FailOpB- > Error): (SYSTEM STATE is FailOpB) & & ((SAFE STATE is Error) | (DEM EVENT STATE is Error)).
T10 (FailOpA- > Normal): (SYSTEM STATE is FailOpA) & & ((SAFE STATE is Normal) | (DEM EVENT STATE is Normal)).
T11 (FailOpA- > PostRun): (SYSTEM STATE is FailOpA) & (VEHICLE SPEED is less than 5 km/h) & (Ignition State is Ignition Off).
T11 (FailOpB- > PostRun): (SYSTEM STATE is FailOpB) & (VEHICLE SPEED is less than 5 km/h) & (Ignition State is Ignition Off).
T11 (Error- > PostRun): (SYSTEM STATE is Error) & (VEHICLE SPEED is less than 5 km/h) & (Ignition State is Ignition Off).
T12 (PostRun- > Off): (SYSTEM STATE is PostRun) & (outputTorque is 0) & (Remote STATE SYNC is Ready for Off).
Fig. 4 is a schematic structural diagram of a vehicle according to an embodiment of the present application, where, as shown in fig. 4, a vehicle device is configured on the vehicle, and the vehicle device includes: a memory 401 and a controller 402.
The memory 401 is used for storing a computer program and may be configured to store other various data to support operations on the vehicle device. Examples of such data include instructions for any application or method operating on the vehicular device, contact data, phonebook data, messages, pictures, videos, and the like.
The Memory 401 may be implemented by any type of volatile or non-volatile Memory device or combination thereof, such as Static Random-Access Memory (SRAM), electrically erasable programmable Read-Only Memory (ELECTRICALLY ERASABLE PROGRAMMABLE READ ONLY MEMORY, EEPROM), erasable programmable Read-Only Memory (ELECTRICAL PROGRAMMABLE READ ONLY MEMORY, EPROM), programmable Read-Only Memory (Programmable Read-Only Memory, PROM), read-Only Memory (ROM), magnetic Memory, flash Memory, magnetic disk, or optical disk.
The vehicle apparatus further includes: and a display device 403. A controller 402 coupled with the memory 401 for executing a computer program in the memory 401 for:
Determining first working state information and fault diagnosis information of a first control system currently executing a steering task of a control system and receiving second working state information of a second control system;
and determining a steering working mode based on the matching result of the first working state information, the second working state information and the fault diagnosis information.
Optionally, the steering operation mode includes: a first steering operation mode and a second steering operation mode; the state synchronization period of the first steering working mode is larger than that of the second steering working mode;
The second steering operation mode includes: a first steering failure mode providing full assist, a second steering failure mode providing half assist, and an error mode;
the first steering operation mode includes: a power-down preparation mode, a power-down shutdown mode and a normal working mode.
Optionally, the method further comprises: determining first safety state information of a first management and control system and second safety state information of a second management and control system; the controller 402 is further configured to determine target safety state information based on the first safety state information and the second safety state information, and the fault diagnosis information.
Optionally, the controller 402 is further configured to adjust the steering operation mode to a first steering failure mode if the target security state information is a first failure state or the failure diagnosis information is a first failure state when the first operation state information is a bottom module initialization state, or a function module normal state;
when the first working state information is the bottom layer module initialization state, or the function module normal state, if the target safety state information is the second failure state, or the fault diagnosis information is the second failure state, the steering working mode is adjusted to be the second steering failure mode;
when the first working state information is the bottom layer module initialization state, or the function module normal state, if the target safety state information is the error state, the steering working mode is adjusted to be the error mode.
Optionally, the controller 402 is further configured to adjust the steering operation mode to a power-down preparation mode when the first operation state information is the first steering failure mode, the second steering failure mode, or the vehicle speed is less than a first speed threshold, and the ignition state is an off state;
if the first working state information comprises a power-down ready state and the steering wheel torque is zero, and the second working state information comprises a power-down ready state, the steering working mode is adjusted to be a power-down power-off mode;
When the first working state information is the function module initialization state, if the target safety state information is in a normal state or the fault diagnosis information is in a normal state and the speed of the vehicle is greater than a first speed threshold value, the steering working mode is adjusted to a normal working mode;
when the first working state information is in a function module initialization state, the speed of the vehicle is smaller than the first speed threshold value, and an ignition switch is in a closing state, the steering working mode is adjusted to be a power-down preparation mode;
When the first working state information is in a normal working state, if the target safety state information is in an error state or the fault diagnosis information is in an error state, the steering working mode is adjusted to be a power-down preparation mode;
And when the first working state information is a first steering failure state, if the target safety state information is a normal state or the fault diagnosis information is a normal state, the steering working mode is a normal working mode.
Optionally, when the first working state information is a first steering failure state, the controller 402 is further configured to adjust the steering working mode to a second steering failure mode if the target safety state information is a second steering failure state or the fault diagnosis information is a second steering failure state;
and when the first working state information is a first steering failure state or a second steering failure state, if the target safety state information is an error state or the fault diagnosis information is an error state, the steering working mode is adjusted to be an error mode.
Optionally, the controller 402 is further configured to receive the second operation state information according to a state synchronization period of the first steering operation mode or the second steering operation mode;
and if the second working state information is not received according to the state synchronization period, generating communication system fault prompt information.
The display device 403 in fig. 4 described above includes a screen, which may include a Liquid Crystal Display (LCD) and a Touch Panel (TP). If the screen includes a touch panel, the screen may be implemented as a touch screen to receive input signals from a user. The touch panel includes one or more touch sensors to sense touches, swipes, and gestures on the touch panel. The touch sensor may sense not only the boundary of a touch or slide action, but also the duration and pressure associated with the touch or slide operation.
The audio component 404 of fig. 4 above may be configured to output and/or input audio signals. For example, the audio component includes a Microphone (MIC) configured to receive external audio signals when the device in which the audio component is located is in an operational mode, such as a call mode, a recording mode, and a speech recognition mode. The received audio signal may be further stored in a memory or transmitted via a communication component. In some embodiments, the audio assembly further comprises a speaker for outputting audio signals.
Further, as shown in fig. 4, the vehicle apparatus further includes: communication component 405, power supply component 406, and the like. Only some of the components are schematically shown in fig. 4, which does not mean that the vehicle device only comprises the components shown in fig. 4.
The communication component 405 of fig. 4 described above is configured to facilitate wired or wireless communication between the device in which the communication component is located and other devices. The device in which the communication component is located may access a wireless network based on a communication standard, such as WiFi,2G, 3G, 4G, or 5G, or a combination thereof. In one exemplary embodiment, the Communication component may be implemented based on Near Field Communication (NFC) technology, radio frequency identification (Radio Frequency Identification, RFID) technology, infrared data Association (IrDA) technology, ultra Wideband (UWB) technology, bluetooth technology, and other technologies.
Wherein the power supply assembly 406 provides power to various components of the device in which the power supply assembly is located. The power components may include a power management system, one or more power sources, and other components associated with generating, managing, and distributing power for the devices in which the power components are located.
Accordingly, embodiments of the present application also provide a computer-readable storage medium storing a computer program, which when executed is capable of implementing the steps in the method embodiment of fig. 2 described above.
In the embodiment of the application, first working state information and fault diagnosis information of a first control system which currently executes a steering task are determined; receiving second working state information of a second management and control system; and determining a steering working mode based on the matching result of the first working state information, the second working state information and the fault diagnosis information. Through the scheme, the working mode is matched according to the first working state information, the second working state information and the fault diagnosis information, and the steering working mode and the corresponding power assisting capability value are obtained. The method can realize comprehensive monitoring of the steer-by-wire system, timely and accurately judge the fault type and adjust the steering working mode and the corresponding power assisting capability value, thereby ensuring the stable work of the steer-by-wire system.
It will be appreciated by those skilled in the art that embodiments of the present invention may be provided as a method, system, or computer program product. Accordingly, the present invention may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the present invention may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein.
These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
In one typical configuration, a computing device includes one or more processors (CPUs), input/output interfaces, network interfaces, and memory. The memory may include volatile memory in a computer-readable medium, random Access Memory (RAM) and/or nonvolatile memory, such as Read Only Memory (ROM) or flash memory (flash RAM). Memory is an example of computer-readable media.
The foregoing is merely exemplary of the present application and is not intended to limit the present application. Various modifications and variations of the present application will be apparent to those skilled in the art. Any modification, equivalent replacement, improvement, etc. which come within the spirit and principles of the application are to be included in the scope of the claims of the present application.
Claims (10)
1. A steer-by-wire redundancy control method, the method comprising:
determining first working state information and fault diagnosis information of a first control system currently executing a steering task;
receiving second working state information of a second management and control system;
and determining a steering working mode based on the matching result of the first working state information, the second working state information and the fault diagnosis information.
2. The method of claim 1, wherein the steering mode of operation comprises: a first steering operation mode and a second steering operation mode; the state synchronization period of the first steering working mode is larger than that of the second steering working mode;
The first steering operation mode includes: a power-down preparation mode, a power-down shutdown mode and a normal working mode;
the second steering operation mode includes: a first steering failure mode providing full assist, a second steering failure mode providing half assist, and an error mode.
3. The method as recited in claim 2, further comprising:
Determining first safety state information of a first management and control system;
receiving second safety state information of a second management and control system;
And determining target safety state information according to the first safety state information, the second safety state information and the fault diagnosis information.
4. A method according to claim 3, wherein said determining a steering operation mode based on a result of matching of said first operation state information, said second operation state information, and said failure diagnosis information comprises:
when the first working state information is the bottom layer module initialization state, or the function module normal state, if the target safety state information is the first failure state, or the fault diagnosis information is the first failure state, the steering working mode is adjusted to be a first steering failure mode;
when the first working state information is the bottom layer module initialization state, or the function module normal state, if the target safety state information is the second failure state, or the fault diagnosis information is the second failure state, the steering working mode is adjusted to be the second steering failure mode;
when the first working state information is the bottom layer module initialization state, or the function module normal state, if the target safety state information is the error state, the steering working mode is adjusted to be the error mode.
5. The method of claim 4, wherein the determining a steering operation mode based on the matching result of the first operation state information, the second operation state information, and the fault diagnosis information comprises:
When the first working state information is the first steering failure mode, the second steering failure mode or the vehicle speed is smaller than a first speed threshold value and the ignition state is a closed state, the steering working mode is adjusted to the power-down preparation mode;
if the first working state information comprises a power-down ready state, the steering wheel torque is zero, and the second working state information comprises a power-off ready state, the steering working mode is adjusted to be the power-down power-off mode;
When the first working state information is the function module initialization state, if the target safety state information is the normal state or the fault diagnosis information is the normal state and the speed of the vehicle is greater than a first speed threshold value, the normal working mode is adjusted to the steering working mode;
When the first working state information is in a function module initialization state, the speed of the vehicle is smaller than the first speed threshold value, and an ignition switch is in a closing state, the steering working mode is adjusted to be the power-down preparation mode;
When the first working state information is in a normal working state, if the target safety state information is in an error state or the fault diagnosis information is in an error state, the steering working mode is adjusted to be the power-down preparation mode;
And when the first working state information is a first steering failure state, if the target safety state information is a normal state or the fault diagnosis information is a normal state, the steering working mode is the normal working mode.
6. The method of claim 4, wherein the determining a steering operation mode based on the matching result of the first operation state information, the second operation state information, and the fault diagnosis information comprises:
When the first working state information is a first steering failure state, if the target safety state information is a second steering failure state or the fault diagnosis information is a second steering failure state, the steering working mode is adjusted to be the second steering failure mode;
and when the first working state information is a first steering failure state or a second steering failure state, if the target safety state information is an error state or the fault diagnosis information is an error state, the steering working mode is adjusted to be the error mode.
7. The method of claim 2, wherein receiving second operational status information of a second management and control system comprises:
receiving the second working state information according to the state synchronization period of the first steering working mode or the second steering working mode;
and if the second working state information is not received according to the state synchronization period, generating communication system fault prompt information.
8. A steer-by-wire redundancy control system, the system comprising: the first management and control system and the second management and control system;
the first management and control system is used for executing a work task, determining first working state information, fault diagnosis information and receiving second working state information of the second management and control system;
The first management and control system comprises a fault management unit, wherein the fault management unit is used for carrying out working mode matching according to the first working state information, the second working state information and the fault diagnosis information, and determining a steering working mode according to a matching result.
9. The system of claim 8, wherein the first management and control system further comprises: a base fault unit;
the fault management unit in the first management and control system receives second safety state information through a key channel;
and the basic fault unit in the first management and control system receives basic fault diagnosis information through a basic channel.
10. A vehicle, characterized by comprising: a vehicle body and a power source;
the vehicle body is provided with a memory and a processor;
the memory is used for storing one or more computer instructions;
The processor is configured to execute the one or more computer instructions for performing the steps in the method of any of claims 1-7.
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