Delay assistance control method matched with recirculating ball steering gear vehicle and related equipment

Abstract

The embodiment of the invention provides a delay assistance control method matched with a recirculating ball steering gear vehicle and related equipment, and belongs to the technical field of vehicle control. The method comprises the following steps: acquiring an IGN ignition signal, an engine signal, a vehicle speed signal and a historical assistance state of a previous period; determining a first input state according to the IGN ignition signal, determining a second input state according to the engine signal, and determining a third input state according to the vehicle speed signal; determining the power assisting state of the current period according to the first input state, the second input state, the third input state and the historical power assisting state, wherein the power assisting state comprises closing and activating; and in response to the fact that the power assisting state is activated, power assisting torque is determined according to the vehicle speed signal, and the power assisting torque is applied through a power assisting motor of a recirculating ball steering gear of the vehicle. The embodiment of the invention aims to improve the driving safety of the recirculating ball steering gear vehicle during accidental flameout.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a delayed power assist control method and related equipment for a vehicle with a matching recirculating ball steering system. Background Technology

[0002] In related technologies, for vehicles equipped with electric recirculating ball steering systems, the output of steering assist relies on confirmation based on the vehicle's power supply (IGN ignition signal) and powertrain status. Therefore, if the engine unexpectedly stalls or there is a signal transmission failure, the system will cut off the electric motor assist, causing the steering assist to disappear instantly. This results in a sharp increase in steering wheel force, which may make it difficult for the driver to react quickly to the change in steering feel, affecting driving safety.

[0003] In summary, the technical problems existing in the relevant technologies need to be improved. Summary of the Invention

[0004] The main objective of this application is to propose a delayed power assist control method and related equipment for vehicles with recirculating ball steering systems, aiming to improve the driving safety of such vehicles in the event of an unexpected engine stall.

[0005] To achieve the above objectives, one aspect of this application proposes an emergency avoidance method for hazardous scenarios, the method comprising: Acquire IGN ignition signal, engine signal, vehicle speed signal, and historical power assist status from the previous cycle; The first input state is determined based on the IGN ignition signal, the second input state is determined based on the engine signal, and the third input state is determined based on the vehicle speed signal. The current cycle's assist status is determined based on the first input status, the second input status, the third input status, and the historical assist status, whereby the assist status includes off and on. In response to the power assist state being activated, the power assist torque is determined based on the vehicle speed signal, and the power assist torque is applied through the power assist motor of the vehicle's recirculating ball steering system.

[0006] In some embodiments, the first input state, the second input state, and the third input state each include at least two states: active and off. The second input state and the third input state also include an error state. Determining the assist state of the current cycle based on the first input state, the second input state, the third input state, and the historical assist state includes: In response to the first input state being off and the historical assist state being off, the assist state is determined to be off; In response to the first input state being off, the historical assist state being active, and the third input state being active, it is determined that the assist state is active; In response to the first input state being off, the historical assist state being active, and the third input state being off or error, it is determined that the assist state is off; In response to the first input state being active, the assist state is determined based on the second input state, the third input state, and the historical assist state.

[0007] In some embodiments, the assist state further includes high-speed activation, and determining the assist state based on the second input state, the third input state, and the historical assist state includes: In response to the third input state being an error, and the second input state being either active or error, the assist state is determined to be high-speed active; In response to the third input state being an error and the second input state being off, it is determined that the assist state is off; In response to the third input state being active or off, the assist state is determined based on the second input state and the historical assist state.

[0008] In some embodiments, determining the assistance state based on the second input state and the historical assistance state includes: In response to the second input state being either active or incorrect, the assist state is determined to be active; In response to the historical assist status being off and the second input status being off, it is determined that the assist status is off; In response to the historical assist state being active, the second input state being off, and the third input state being active, it is determined that the assist state is active; In response to the historical assist state being active, the second input state being off, and the third input state being off, it is determined that the assist state is off.

[0009] In some embodiments, determining the assist torque based on the vehicle speed signal includes: The assist torque is determined based on the vehicle speed signal and the assist function, wherein the assist torque is positively correlated with the vehicle speed signal through the assist function.

[0010] In some embodiments, determining the assist torque based on the vehicle speed signal and the assist function includes: In response to the vehicle speed signal being invalid, the assist torque is determined based on the preset vehicle speed and the assist function.

[0011] In some embodiments, after acquiring the IGN ignition signal, engine signal, vehicle speed signal, and the historical power assist status of the previous cycle, the method further includes: In response to determining that the vehicle is off based on the engine signal, the engine speed is obtained, the off-state status is verified based on the engine speed and the vehicle speed signal, and the engine signal is updated.

[0012] To achieve the above objectives, another aspect of this application proposes an emergency avoidance system for hazardous scenarios, the system comprising: The sensing module is used to acquire IGN ignition signal, engine signal, vehicle speed signal, and historical power assist status of the previous cycle; The signal analysis module is used to determine a first input state based on the IGN ignition signal, a second input state based on the engine signal, and a third input state based on the vehicle speed signal. The status analysis module is used to determine the assist status of the current cycle based on the first input status, the second input status, the third input status, and the historical assist status, wherein the assist status includes off and on; The power steering module is used to determine the power steering torque based on the vehicle speed signal in response to the power steering state being activated, and to apply the power steering torque through the power steering motor of the vehicle's recirculating ball steering system.

[0013] To achieve the above objectives, another aspect of this application provides a vehicle control device, the device including a memory and a processor, the memory storing a computer program, and the processor executing the computer program to implement the method described above.

[0014] To achieve the above objectives, another aspect of this application provides a vehicle equipped with the vehicle control device described above and implementing the method described above.

[0015] The embodiments of this application include at least the following beneficial effects: This application provides a delayed power assist control method and related equipment for vehicles with recirculating ball steering systems. This scheme acquires the IGN ignition signal, engine signal, vehicle speed signal, and the historical power assist status of the previous cycle. The IGN ignition signal is converted into a first input state, the engine signal into a second input state, and the vehicle speed signal into a third input state. Based on the first, second, and third input states and the historical power assist status, the power assist status of the current cycle is determined to be active or off. When the power assist status is determined to be active, the power assist torque is further determined based on the vehicle speed signal, thereby controlling the power assist motor of the vehicle's recirculating ball steering system to apply the power assist torque. Compared to suddenly cutting off the motor power assist, this application's method combines the IGN ignition signal, engine signal, vehicle speed signal, and previous power assist status to monitor for problems such as engine shutdown or signal transmission failure. When these problems are detected, the power assist torque is controlled to be applied, allowing the vehicle to maintain a certain level of motor power assist for a period of time after engine shutdown, avoiding abrupt changes in steering feel and improving driving safety. Attached Figure Description

[0016] Figure 1 This is a flowchart of a delayed power assist control method for a vehicle with a matching recirculating ball steering system, provided in an embodiment of this application. Figure 2 yes Figure 1 The flowchart of step S103 in the process; Figure 3 This is a schematic diagram of the structure of a delayed power assist control system for a vehicle with a matching recirculating ball steering system provided in an embodiment of this application; Figure 4 This is a schematic diagram of the vehicle control device provided in the embodiments of this application. Detailed Implementation

[0017] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of this application and are not intended to limit it. In the following description, when referring to the accompanying drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with those of this application; they are merely examples of apparatuses and methods consistent with some aspects of the embodiments of this application as detailed in the appended claims.

[0018] It is understood that the terms “first,” “second,” etc., used in this application may be used herein to describe various concepts, but unless otherwise stated, these concepts are not limited by these terms. These terms are only used to distinguish one concept from another. For example, without departing from the scope of the embodiments of this application, first information may also be referred to as second information, and similarly, second information may also be referred to as first information. Depending on the context, the words “if,” “when,” or “in response to a determination” as used herein may be interpreted as “when…” or “when…” or “in response to a determination.”

[0019] As used in this application, the terms "at least one", "multiple", "each", "any", etc., "at least one" includes one, two or more, "multiple" includes two or more, "each" refers to each of the corresponding multiples, and "any" refers to any one of the multiples.

[0020] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein is for the purpose of describing embodiments of this application only and is not intended to limit this application.

[0021] In related technologies, for vehicles equipped with electric recirculating ball steering systems, the output of steering assist relies on confirmation based on the vehicle's power supply (IGN ignition signal) and powertrain status. Therefore, if the engine unexpectedly stalls or there is a signal transmission failure, the system will cut off the electric motor assist, causing the steering assist to disappear instantly. This results in a sharp increase in steering wheel force, which may make it difficult for the driver to react quickly to the change in steering feel, affecting driving safety.

[0022] In view of this, this application provides a delayed power assist control method and related equipment for vehicles with recirculating ball steering systems. This method acquires the IGN ignition signal, engine signal, vehicle speed signal, and the historical power assist status of the previous cycle. It converts the IGN ignition signal into a first input state, the engine signal into a second input state, and the vehicle speed signal into a third input state. Based on the first, second, and third input states and the historical power assist status, it determines whether the power assist status of the current cycle is active or off. When the power assist status is determined to be active, the power assist torque is further determined based on the vehicle speed signal, thereby controlling the power assist motor of the vehicle's recirculating ball steering system to apply the power assist torque. Compared to suddenly cutting off the motor power assist, this method combines the IGN ignition signal, engine signal, vehicle speed signal, and previous power assist status to monitor for problems such as engine shutdown or signal transmission failure. When these problems are detected, the method controls the application of power assist torque, ensuring that the vehicle can maintain a certain level of motor power assist for a period of time after engine shutdown, avoiding abrupt changes in steering feel and improving driving safety.

[0023] The delayed power assist control method for vehicles with recirculating ball steering systems provided in this application relates to the field of vehicle control technology. This delayed power assist control method for vehicles with recirculating ball steering systems can be applied to a terminal, a server, or software running on either a terminal or a server. In some embodiments, the terminal can be a smartphone, tablet, laptop, desktop computer, smart speaker, smartwatch, or in-vehicle terminal, but is not limited to these. The server can be configured as an independent physical server, a server cluster or distributed system composed of multiple physical servers, or a cloud server providing basic cloud computing services such as cloud services, cloud databases, cloud computing, cloud functions, cloud storage, network services, cloud communication, middleware services, domain name services, security services, CDN, and big data and artificial intelligence platforms. The server can also be a node server in a blockchain network. The software can be an application implementing the delayed power assist control method for vehicles with recirculating ball steering systems, but is not limited to the above forms.

[0024] This application can be used in a wide variety of general-purpose or special-purpose computer system environments or configurations. Examples include: personal computers, server computers, handheld or portable devices, tablet devices, multiprocessor systems, microprocessor-based systems, set-top boxes, programmable consumer electronics, network PCs, minicomputers, mainframe computers, and distributed computing environments including any of the above systems or devices. This application can be described in the general context of computer-executable instructions executed by a computer, such as program modules. Generally, program modules include routines, programs, objects, components, data structures, etc., that perform specific tasks or implement specific abstract data types. This application can also be practiced in distributed computing environments where tasks are performed by remote processing devices connected via a communication network. In distributed computing environments, program modules can reside in local and remote computer storage media, including storage devices.

[0025] Figure 1 This is an optional flowchart of the delayed power assist control method for vehicles with matching recirculating ball steering provided in this application embodiment. Figure 1 The method may include, but is not limited to, steps S101 to S104.

[0026] Step S101: Obtain the IGN ignition signal, engine signal, vehicle speed signal, and historical power assist status from the previous cycle; This application applies to vehicles equipped with recirculating ball steering systems, which are mostly large vehicles such as heavy trucks or buses, where power steering has a significant impact on driving feel. To address the issue of power steering cutoff caused by unexpected engine stalling or signal transmission malfunctions, the method in this embodiment first needs to monitor the occurrence of such problems by acquiring the IGN ignition signal and engine signal. Furthermore, to further determine the specific state of the vehicle, the vehicle speed signal and the historical power steering status from the previous cycle are also acquired.

[0027] Among them, the IGN ignition signal is a control signal output to the ignition system, which is represented by a voltage signal; the engine signal can be the system readiness signal issued by the vehicle control unit, such as the HCU_HEVReady signal in a hybrid vehicle; the vehicle speed signal is the real-time speed of the vehicle; the historical power assist status of the previous cycle is used to determine whether the vehicle has activated power assist up to the most recent moment, so as to help determine the appropriate power assist status for the current cycle.

[0028] In some embodiments, after step S101, the method further includes: In response to determining that the vehicle is off based on the engine signal, the engine speed is obtained, the off-state status is verified based on the engine speed and vehicle speed signals, and the engine signal is updated.

[0029] Optionally, after acquiring each signal, the specific situation of each signal can be confirmed first. Among them, the engine signal can be used to determine whether the vehicle is off in the current cycle. If the engine is not off, step S102 can be directly executed. After confirming that the vehicle is off, in order to determine the authenticity of the engine shutdown, the engine speed and vehicle speed signals can be cross-verified, and the engine signal can be updated according to the verification results to determine whether the engine shutdown has really occurred or whether the engine signal is actually normal, and then step S102 can be executed.

[0030] Step S102: Determine the first input state based on the IGN ignition signal, determine the second input state based on the engine signal, and determine the third input state based on the vehicle speed signal; Since each signal has its own numerical specifications, in order to determine the status, the IGN ignition signal, engine signal, and vehicle speed signal can first be converted into input statuses according to their respective signal values. The input statuses are represented by 0, 1, and F, corresponding to off, active, and error, respectively. The second and third input statuses are applicable, but the first input status does not have an F status representing error.

[0031] The IGN ignition signal is a voltage signal that can be compared with a preset voltage value, such as 7V. When it is greater than or equal to the preset voltage value, the first input state is determined to be 1 (activated); when it is less than the preset voltage value, the first input state is determined to be 0 (deactivated). The engine signal is a specific signal value. Taking the HCU_HEVReady signal as an example, when HCU_HEVReady = 0x2, the second input state is determined to be 1 (activated); when HCU_HEVReady ≠ 0x2, the second input state is determined to be 0 (deactivated); failure to acquire the signal results in an F error. The vehicle speed signal is a specific speed value that can be compared with a preset speed value, such as 3km / h. When the vehicle speed signal is greater than the preset speed value, the third input state is determined to be 1 (activated); when the vehicle speed signal is less than or equal to the preset speed value, the third input state is determined to be 0 (deactivated); failure to acquire the signal results in an F error.

[0032] In addition, the historical assist status and assist status include active or off. Since there are only two states, they can also be represented as 1 or 0. In the subsequent embodiments of this application, they are illustrated as Assist and No_Assist respectively.

[0033] Step S103: Determine the assist status of the current cycle based on the first input status, the second input status, the third input status, and the historical assist status. The assist status includes off and on. After determining the first input state, the second input state, the third input state, and the historical assist state, the assist state can be specifically determined as active or off based on preset conditions.

[0034] refer to Figure 2 In some embodiments, step S103 includes: Step S201: In response to the first input state being off and the historical assist state being off, determine that the assist state is off; Step S202: In response to the first input state being off, the historical assist state being active, and the third input state being active, determine that the assist state is active; Step S203: In response to the first input state being off, the historical assist state being active, and the third input state being off or error, determine that the assist state is off; Step S204: In response to the first input state being active, determine the assist state based on the second input state, the third input state, and the historical assist state.

[0035] Specifically, the first input state representing the IGN ignition signal has the most significant impact on the assist state. For the case where the first input state is off, please refer to Table 1 below.

[0036] Table 1 Assist Status Judgment Sub-table (1)

[0037] The " / " indicates that the corresponding signal can be in any state and does not affect the result of the assist state. This also applies to the tables in the subsequent steps, so it will not be elaborated further.

[0038] On the other hand, regarding the case where the first input state is active, there are more complex judgment conditions. In this case, further judgment is made based on the second input state, the third input state, and the historical assist state.

[0039] By specifically judging the first input state, the second input state, the third input state, and the historical assist state, the assist state can be determined, thereby enabling the vehicle to still provide delayed motor assist when facing problems such as unexpected engine stalling.

[0040] refer to Figure 2 In step S204 of some embodiments, determining the assist state based on the second input state, the third input state, and the historical assist state includes: Step S301: In response to the third input state being an error and the second input state being either active or an error, determine that the assist state is high-speed active; In step S302, in response to the third input state being an error and the second input state being off, it is determined that the assist state is off; In step S303, in response to the third input state being active or off, the assist state is determined based on the second input state and the historical assist state.

[0041] Considering the vehicle's steering assist mode design, different assist control methods may be designed for low-speed and high-speed situations. Therefore, in this embodiment, an additional assist state of high-speed activation is set, hereinafter referred to as Assist_HS (HighSpeed). When the assist state is determined to be high-speed activation, the system provides motor assistance according to the relevant design for high-speed environments; when the assist state is determined to be active, the system provides motor assistance according to the relevant design for low-speed environments. Furthermore, regarding the previous cycle, regardless of whether the previous cycle was actually active or high-speed activated, since the impact on the current cycle is the same, it is considered active in both cases.

[0042] Specifically, whether the assist state is high-speed activation is mainly related to the second input state, as shown in Table 2 below.

[0043] Table 2 Assist Status Judgment Sub-table (2)

[0044] On the other hand, there are more complex judgment conditions for the case where the first input state is active and the third input state is active or closed. In this case, further judgment is made based on the second input state and the historical assist state.

[0045] By specifically judging the first input state, the second input state, the third input state, and the historical assist state, the assist state can be determined, thereby enabling the vehicle to still provide delayed motor assist when facing problems such as unexpected engine stalling.

[0046] refer to Figure 2 In step S203 of some embodiments, determining the assist state based on the second input state and the historical assist state includes: Step S401: In response to the second input state being either active or incorrect, determine that the assist state is active; Step S402: In response to the historical assist status being off and the second input status being off, determine that the assist status is off; Step S403: In response to the historical assist state being active, the second input state being off, and the third input state being active, determine that the assist state is active; In step S404, in response to the historical assist state being active, the second input state being off, and the third input state being off, the assist state is determined to be off.

[0047] Specifically, based on the changes in the second input state and the historical assist state, the assist state under various conditions can be further determined, as shown in Table 3 below.

[0048] Table 3 Assist Status Judgment Sub-table (3)

[0049] By specifically judging the first input state, the second input state, the third input state, and the historical assist state, the assist state can be determined, thereby enabling the vehicle to still provide delayed motor assist when facing problems such as unexpected engine stalling.

[0050] In step S104, in response to the power assist state being activated, the power assist torque is determined based on the vehicle speed signal, and the power assist torque is applied through the power assist motor of the vehicle's recirculating ball steering system.

[0051] When the power assist status is off, it is determined that no power assist is needed, and the method of this embodiment is executed again in the next cycle for judgment. When the power assist status is active or high-speed active, it is necessary to specifically determine the power assist required. The power assist torque is determined according to the vehicle speed signal, and then the power assist torque is applied through the power assist motor of the recirculating ball steering gear, so that the vehicle still has the effect of delayed power assist in the event of accidental engine stall.

[0052] In step S104 of some embodiments, determining the assist torque based on the vehicle speed signal includes: The assist torque is determined based on the vehicle speed signal and the assist function. The assist torque is positively correlated with the vehicle speed signal through the assist function.

[0053] Optionally, a power assist function can be set to correlate the relationship between the assist torque and the vehicle speed signal; where the vehicle speed signal is the input parameter of the function, the assist torque is the output parameter of the function, and the assist torque is positively correlated with the vehicle speed signal; when the vehicle stalls unexpectedly and there is no continuous power supply, as the vehicle speed gradually decreases, the assist torque also decreases accordingly until the vehicle speed drops to zero.

[0054] In other embodiments, the assist function may also be set as a function related to time and assist torque, where the assist torque decreases as time increases, meaning that after the vehicle is unexpectedly turned off, it maintains a certain level of assist, which decreases over time until it drops to zero.

[0055] By correlating the assist torque with the vehicle speed signal, it becomes possible to determine the appropriate delayed assist based on the actual driving conditions at the moment the engine is turned off, thereby improving driving safety.

[0056] In some embodiments, determining the assist torque based on the vehicle speed signal and the assist function includes: If the vehicle speed signal is invalid, the assist torque is determined based on the preset vehicle speed and assist function.

[0057] Optionally, due to the complex changes in actual driving scenarios, when it is necessary to determine the assist torque, the vehicle speed signal may become invalid, that is, the real-time vehicle speed cannot be determined. In this case, it can be calculated based on the preset vehicle speed, which can be set to, for example, 20km / h or 30km / h. The assist torque can be determined based on the preset vehicle speed and the assist function to avoid the inability to determine the assist torque due to the invalid vehicle speed signal.

[0058] Steps S101 to S104 as shown in the embodiments of this application monitor for problems such as engine stalling or signal transmission failure by combining the IGN ignition signal, engine signal, vehicle speed signal and previous power assist status. When it is determined that these problems occur, the power assist torque is controlled to be applied so that the vehicle can still maintain a certain amount of motor power assist for a period of time after the engine is stalled, avoiding a sudden change in steering feel and improving driving safety.

[0059] The following is a detailed description and explanation of the solutions in the embodiments of the present invention, using specific application examples: In this embodiment of the application, a delayed power assist control method for a vehicle with a matching recirculating ball steering system is provided. This method is applied to a vehicle that is stationary during driving after starting.

[0060] Acquire the IGN ignition signal, engine signal, vehicle speed signal, and historical power assist status from the previous cycle; when the engine signal indicates that the vehicle is off, acquire the engine speed, verify the off-state status based on the engine speed and vehicle speed signals, and update the engine signal.

[0061] The first input state is determined based on the IGN ignition signal, the second input state is determined based on the engine signal, and the third input state is determined based on the vehicle speed signal. The first, second, and third input states each include at least two states: active and off. The second and third input states also include an error state.

[0062] Referring to Table 4 below, when the first input state is off and the historical assist state is off, the assist state is determined to be off; when the first input state is off, the historical assist state is active, and the third input state is active, the assist state is determined to be active; when the first input state is off, the historical assist state is active, and the third input state is off or error, the assist state is determined to be off; when the first input state is active, the second input state, the third input state, and the historical assist state are further analyzed; where the third input state is error, and the second input state is active or error, the assist state is determined to be high-speed active; when the first input state is active, the second input state, the third input state, and the historical assist state are further analyzed; where the third input state is error, and the second input state is active or error, the assist state is determined to be high-speed active; when the third input state is error, the assist state is high-speed active; when the third input state is error, the assist state is high-speed active; when the third input state is error, the assist state is high-speed active; when the third input state is error, the assist state is high-speed active; when the third input state is error, the assist state is high-speed active; when the third input state is error, the assist state is high-speed active; when the third input state is high-speed active ... If all three input states are incorrect and the second input state is off, the assist state is determined to be off. If the third input state is active or off, the second input state and historical assist states are further analyzed. If the second input state is active or incorrect, the assist state is determined to be active. If the historical assist state is off and the second input state is off, the assist state is determined to be off. If the historical assist state is active, the second input state is off, and the third input state is active, the assist state is determined to be active. If the historical assist state is active, the second input state is off, and the third input state is off, the assist state is determined to be off.

[0063] Table 4 Summary Table of Assist Status Judgment

[0064] When the power steering is active or high-speed active, the power steering torque is determined based on the vehicle speed signal and the power steering function. The power steering torque is positively correlated with the vehicle speed signal through the power steering function. If the vehicle speed signal is invalid, the power steering torque is determined based on the preset vehicle speed and the power steering function. This power steering torque is then applied through the power steering motor of the vehicle's recirculating ball steering system.

[0065] This application embodiment combines the IGN ignition signal, engine signal, vehicle speed signal, and previous power assist status to monitor for problems such as engine stalling or signal transmission failure. When these problems are detected, the power assist torque is controlled to maintain a certain amount of motor power assist for a period of time after the vehicle is turned off, avoiding a sudden change in steering feel and improving driving safety.

[0066] Please see Figure 3 This application also provides a delayed power assist control system for vehicles with recirculating ball steering systems, which can implement the above-described method. The system includes: The sensing module is used to acquire IGN ignition signal, engine signal, vehicle speed signal, and historical power assist status of the previous cycle; The signal analysis module is used to determine the first input state based on the IGN ignition signal, the second input state based on the engine signal, and the third input state based on the vehicle speed signal. The status analysis module is used to determine the current cycle's assist status based on the first input status, the second input status, the third input status, and the historical assist status. The assist status includes off and on. The power steering module is used to determine the power steering torque based on the vehicle speed signal in response to the power steering being activated, and to apply the power steering torque through the power steering motor of the vehicle's recirculating ball steering system.

[0067] It is understood that the content of the above method embodiments is applicable to this system embodiment. The specific functions implemented in this system embodiment are the same as those in the above method embodiments, and the beneficial effects achieved are also the same as those achieved in the above method embodiments.

[0068] Reference Figure 4 The present invention also provides a vehicle control device, including a memory, a processor, and a program stored in the memory and executable on the processor. When the program is executed by the processor, it implements the method described in the above embodiments.

[0069] Taking the example of a processor and memory in a vehicle controller being connected via a bus, the memory, as a non-transitory computer-readable storage medium, can be used to store non-transitory software programs and non-transitory computer-executable programs. Furthermore, the memory may include high-speed random access memory, and may also include non-transitory memory, such as at least one disk storage device, flash memory device, or other non-transitory solid-state storage device. In some embodiments, the memory may optionally include memory remotely located relative to the control processor, and these remote memories can be connected to the control device via a network.

[0070] The non-transient software program and instructions required to implement the control method of the above embodiments are stored in memory. When executed by a processor, the method in the above embodiments is performed. For example, executing... Figure 1 The method steps S101 to S104 are described above. It is understood that the content of the above method embodiments is applicable to this device, and the specific functions implemented in this device embodiment are the same as those in the above method embodiments, and the beneficial effects achieved are also the same as those achieved in the above method embodiments.

[0071] Memory, as a non-transitory computer-readable storage medium, can be used to store non-transitory software programs and non-transitory computer-executable programs. Furthermore, memory may include high-speed random access memory, and may also include non-transitory memory, such as at least one disk storage device, flash memory device, or other non-transitory solid-state storage device. In some embodiments, memory may optionally include memory remotely located relative to the processor, and these remote memories can be connected to the processor via a network. Examples of such networks include, but are not limited to, the Internet, intranets, local area networks, mobile communication networks, and combinations thereof.

[0072] This invention also provides a vehicle, including the vehicle control device described in the above embodiments.

[0073] Vehicles equipped with recirculating ball steering systems include various types of vehicles such as heavy trucks, buses, loaders, mining dump trucks, special off-road vehicles, and airport tractors. The vehicle must have an electric motor capable of outputting power or acting as a generator to store mechanical energy. When the vehicle is a new energy vehicle, it can be a hybrid or a pure electric vehicle.

[0074] Since the vehicle applies all the technical solutions of the above-described system or vehicle control device, it has at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be repeated here.

[0075] This application provides a delayed power assist control method and related equipment for vehicles with recirculating ball steering systems. This method acquires the IGN ignition signal, engine signal, vehicle speed signal, and historical power assist status from the previous cycle. The IGN ignition signal is converted into a first input state, the engine signal into a second input state, and the vehicle speed signal into a third input state. Based on the first, second, and third input states and the historical power assist status, the current cycle's power assist status (active or off) is determined. When the power assist status is determined to be active, the power assist torque is further determined based on the vehicle speed signal, thereby controlling the power assist motor of the recirculating ball steering system to apply this torque. Compared to suddenly cutting off motor power assist, this method combines the IGN ignition signal, engine signal, vehicle speed signal, and previous power assist status to monitor for issues such as engine shutdown or signal transmission failure. When these issues are detected, the applied power assist torque is controlled, allowing the vehicle to maintain a certain level of motor power assist for a period of time after engine shutdown, avoiding abrupt changes in steering feel and improving driving safety.

[0076] The embodiments described in this application are for the purpose of more clearly illustrating the technical solutions of the embodiments of this application, and do not constitute a limitation on the technical solutions provided by the embodiments of this application. As those skilled in the art will know, with the evolution of technology and the emergence of new application scenarios, the technical solutions provided by the embodiments of this application are also applicable to similar technical problems.

[0077] Those skilled in the art will understand that the technical solutions shown in the figures do not constitute a limitation on the embodiments of this application, and may include more or fewer steps than shown, or combine certain steps, or different steps.

[0078] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs.

[0079] Those skilled in the art will understand that all or some of the steps in the methods disclosed above, as well as the functional modules / units in the systems and devices, can be implemented as software, firmware, hardware, or suitable combinations thereof.

[0080] The terms “first,” “second,” “third,” “fourth,” etc. (if present) in the specification and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms “comprising” and “having,” and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0081] It should be understood that in this application, "at least one (item)" means one or more, and "more than" means two or more. "And / or" is used to describe the relationship between related objects, indicating that three relationships can exist. For example, "A and / or B" can represent three cases: only A exists, only B exists, and both A and B exist simultaneously, where A and B can be singular or plural. The character " / " generally indicates that the preceding and following related objects are in an "or" relationship. "At least one (item) of the following" or similar expressions refer to any combination of these items, including any combination of single or plural items. For example, at least one (item) of a, b, or c can represent: a, b, c, "a and b", "a and c", "b and c", or "a and b and c", where a, b, and c can be single or multiple.

[0082] In the several 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 the units described above 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 system, 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 apparatuses or units may be electrical, mechanical, or other forms.

[0083] The units described above as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0084] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0085] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes multiple instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing programs, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0086] The preferred embodiments of the present application have been described above with reference to the accompanying drawings, but this does not limit the scope of the claims of the present application. Any modifications, equivalent substitutions, and improvements made by those skilled in the art without departing from the scope and substance of the embodiments of the present application shall be within the scope of the claims of the present application.

Claims

1. A delayed power assist control method for vehicles with matching recirculating ball steering systems, characterized in that, The method includes the following steps: Acquire IGN ignition signal, engine signal, vehicle speed signal, and historical power assist status from the previous cycle; The first input state is determined based on the IGN ignition signal, the second input state is determined based on the engine signal, and the third input state is determined based on the vehicle speed signal. The current cycle's assist status is determined based on the first input status, the second input status, the third input status, and the historical assist status, whereby the assist status includes off and on. In response to the power assist state being activated, the power assist torque is determined based on the vehicle speed signal, and the power assist torque is applied through the power assist motor of the vehicle's recirculating ball steering system.

2. The method according to claim 1, characterized in that, The first input state, the second input state, and the third input state each include at least two states: active and off. The second input state and the third input state also include an error state. Determining the assist state of the current cycle based on the first input state, the second input state, the third input state, and the historical assist state includes: In response to the first input state being off and the historical assist state being off, the assist state is determined to be off; In response to the first input state being off, the historical assist state being active, and the third input state being active, it is determined that the assist state is active; In response to the first input state being off, the historical assist state being active, and the third input state being off or error, it is determined that the assist state is off; In response to the first input state being active, the assist state is determined based on the second input state, the third input state, and the historical assist state.

3. The method according to claim 2, characterized in that, The assist state also includes high-speed activation, and determining the assist state based on the second input state, the third input state, and the historical assist state includes: In response to the third input state being an error, and the second input state being either active or error, the assist state is determined to be high-speed active; In response to the third input state being an error and the second input state being off, it is determined that the assist state is off; In response to the third input state being active or off, the assist state is determined based on the second input state and the historical assist state.

4. The method according to claim 3, characterized in that, Determining the assist state based on the second input state and the historical assist state includes: In response to the second input state being either active or incorrect, the assist state is determined to be active; In response to the historical assist status being off and the second input status being off, it is determined that the assist status is off; In response to the historical assist state being active, the second input state being off, and the third input state being active, it is determined that the assist state is active; In response to the historical assist state being active, the second input state being off, and the third input state being off, it is determined that the assist state is off.

5. The method according to claim 1, characterized in that, Determining the assist torque based on the vehicle speed signal includes: The assist torque is determined based on the vehicle speed signal and the assist function, wherein the assist torque is positively correlated with the vehicle speed signal through the assist function.

6. The method according to claim 5, characterized in that, Determining the assist torque based on the vehicle speed signal and the assist function includes: In response to the vehicle speed signal being invalid, the assist torque is determined based on the preset vehicle speed and the assist function.

7. The method according to any one of claims 1 to 6, characterized in that, After acquiring the IGN ignition signal, engine signal, vehicle speed signal, and the historical power assist status of the previous cycle, the process also includes: In response to determining that the vehicle is off based on the engine signal, the engine speed is obtained, the off-state status is verified based on the engine speed and the vehicle speed signal, and the engine signal is updated.

8. A delayed power assist control system for a vehicle with a recirculating ball steering system, characterized in that, The system includes: The sensing module is used to acquire IGN ignition signal, engine signal, vehicle speed signal, and historical power assist status of the previous cycle; The signal analysis module is used to determine a first input state based on the IGN ignition signal, a second input state based on the engine signal, and a third input state based on the vehicle speed signal. The status analysis module is used to determine the assist status of the current cycle based on the first input status, the second input status, the third input status, and the historical assist status, wherein the assist status includes off and on; The power steering module is used to determine the power steering torque based on the vehicle speed signal in response to the power steering state being activated, and to apply the power steering torque through the power steering motor of the vehicle's recirculating ball steering system.

9. A vehicle control device, characterized in that, The apparatus includes a memory and a processor, the memory storing a computer program, and the processor executing the computer program to implement the method of any one of claims 1 to 7.

10. A vehicle, characterized in that, The vehicle is equipped with the vehicle control device as described in claim 9.

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