A vehicle control method, control system and vehicle based on a steering system

Abstract

The application provides a vehicle control method, a control system and a vehicle based on a steering system, and relates to the technical field of vehicle control. The method comprises the following steps: after confirming that the driving mode of the vehicle is an automatic driving mode, the connection state of the steering wheel and the steering output device is set to a separated state by adjusting a control connecting device according to the rotation rate of the steering wheel, and if it is confirmed that the vehicle does not need to exit the automatic driving mode; the rotation control instruction output in the automatic driving mode is acquired and sent to the steering output device, so that the steering output device controls the vehicle according to the rotation control instruction output in the automatic driving mode. The steering wheel and the steering output device are separated by the control connecting device, so that the steering wheel will not rotate due to the rotation of the steering output device. Therefore, the driver does not need to constantly adjust the position of the hand to adapt to the rotation of the steering wheel, the emotional resistance of the driver is reduced, and the physical fatigue and burden of the driver are reduced.

Description

Technical Field

[0001] This application relates to vehicle control technology, and more particularly to a vehicle control method, control system, and vehicle based on a steering system. Background Technology

[0002] With the rapid development of autonomous driving technology, especially in highway logistics scenarios, it is gradually being applied. This not only improves logistics efficiency and reduces transportation costs, but also enhances road safety and reduces traffic accidents. Furthermore, since vehicles on highways typically travel long distances over extended periods, autonomous driving technology can also alleviate driver fatigue and improve driving comfort.

[0003] During vehicle operation, steering control is primarily handled by the steer-by-wire mechanism (i.e., the steering output device). In autonomous driving mode, the steer-by-wire mechanism changes the vehicle's direction via a motor driven by instructions from the autonomous driving system. The vehicle's steering system mainly consists of the steering wheel and the steer-by-wire mechanism. Because the steering wheel is rigidly connected to the steer-by-wire mechanism via a column, the steering wheel turns when the steer-by-wire mechanism turns. This means that even in autonomous driving mode, if the driver's hands are on the steering wheel, they will passively turn with the wheel. In this situation, the driver needs to constantly adjust their hand position to adapt to the steering wheel's rotation. This can cause driver frustration, and these emotional changes may distract the driver. Furthermore, the constant adjustment of hand position to adapt to the steering wheel's rotation can lead to driver fatigue.

[0004] Even in autonomous driving mode, drivers need to be prepared to take over the vehicle at any time. This is because in certain situations, the driver needs to be able to immediately take control to avoid potential dangers. However, when drivers become distracted and fatigued due to adjusting to steering wheel movements, it can impair their perception of their surroundings. For example, they may fail to notice pedestrians or other vehicles on the roadside in time, potentially increasing the risk of traffic accidents and leading to safety issues.

[0005] Therefore, there is an urgent need for a vehicle control method based on the steering system to solve the technical problem of driver emotional aversion and physical fatigue caused by adapting to the turning of the steering wheel, thereby improving vehicle driving safety. Summary of the Invention

[0006] This application provides a vehicle control method, control system, and vehicle based on a steering system, to solve the problem of driver emotional aversion and physical fatigue caused by adapting to the turning of the steering wheel.

[0007] In a first aspect, this application provides a vehicle control method based on a steering system, applied to a control system, wherein the steering system includes a steering wheel, a connecting device, and a steering output device; then the method includes:

[0008] The system monitors the vehicle's driving mode. After confirming that the vehicle's driving mode is automatic driving mode, it obtains the steering wheel rotation rate of the steering system and, based on the steering wheel rotation rate, determines whether the vehicle currently in automatic driving mode needs to exit automatic driving mode.

[0009] If it is confirmed that the vehicle does not need to exit the autonomous driving mode, the connection status of the steering wheel and the steering output device is set to a disconnected state by adjusting and controlling the connection device.

[0010] Based on the separation state of the steering wheel and the steering output device, the rotation control command output by the automatic driving mode is acquired and sent to the steering output device, so that the steering output device can control the vehicle according to the rotation control command output by the automatic driving mode.

[0011] In one possible design, determining whether the vehicle currently in autonomous driving mode needs to exit autonomous driving mode based on the angular rate of the steering wheel rotation includes:

[0012] Based on the steering wheel rotation rate, a preset clustering algorithm is used to determine whether the vehicle currently in autonomous driving mode needs to exit autonomous driving mode; wherein, the preset clustering algorithm is trained based on the driving habits of the current driver of the vehicle.

[0013] In one possible design, the method further includes:

[0014] The vehicle's driving mode is monitored. After confirming that the vehicle's driving mode is a non-autonomous driving mode, the operating mode of the vehicle's steering system in the non-autonomous driving mode is confirmed and set. The operating modes of the steering system include full power steering mode, partial power steering mode, and no power steering mode.

[0015] In one possible design, the method further includes:

[0016] If it is determined that the vehicle needs to exit autonomous driving mode, the steering system is set to partial power assist mode.

[0017] In one possible design, the partial assistance mode is configured as follows:

[0018] By adjusting the control of the connection device, the connection state between the steering wheel and the steering output device is adjusted so that the output device receives the initial torque generated by the rotation of the steering wheel;

[0019] The steering wheel's angular rate is obtained. Based on the steering wheel's angular rate and the initial torque received by the steering output device, the steering control command is obtained and sent to the steering output device. This enables the steering output device to generate assist torque according to the steering control command, thus enabling the initial torque and the assist torque to jointly control the vehicle.

[0020] In one possible design, generating the initial torque received by the steering output device based on the steering wheel rotation includes:

[0021] The output angular rate of the steering wheel and the input angular rate of the steering output device are obtained, and the actual difference between the angular rates of the steering wheel and the steering output device is calculated based on the output angular rate of the steering wheel and the input angular rate of the steering output device.

[0022] The vehicle's driving status information and driving environment information are obtained. Based on the output angular rate of the steering wheel, the input angular rate of the steering output device, the vehicle's driving status information, and the vehicle's driving environment information, a trained neural network is used to calculate and obtain the target difference between the angular rates of the steering wheel and the steering output device.

[0023] Based on the actual difference in angular rate between the steering wheel and the steering output device and the target difference in angular rate, a preset control algorithm is used to adjust the torque transmission ratio between the steering wheel and the steering output device by adjusting the engagement degree of multiple friction plates built into the connecting device, so as to achieve that the initial torque received by the output device is part of the torque generated by the rotation of the steering wheel.

[0024] In one possible design, the fully assisted mode is configured as follows:

[0025] Adjust the connection device to separate the steering wheel and the steering output device;

[0026] Based on the adjustment of the connection state between the steering wheel and the steering output device to a disconnected state, the steering angle rate of the steering wheel is obtained, and a rotation control command is generated according to the steering angle rate;

[0027] The rotation control command is sent to the steering output device so that the steering output device can control the vehicle according to the rotation control command.

[0028] In one possible design, the unassisted mode is configured as follows:

[0029] If the steering system operates in a no-power-assist mode, the connection between the steering wheel and the steering output device is locked by adjusting the control device, so that the torque generated by the steering wheel rotation can directly control the vehicle.

[0030] In one possible design, the method further includes:

[0031] The system monitors the connection device and steering output device in real time, and after diagnosing and confirming that the connection device and / or steering output device are faulty, it sends a connection device lockup warning message to the human-machine interface.

[0032] Secondly, this application provides a control system, comprising:

[0033] The driving status determination module is used to obtain the steering wheel rotation rate of the steering system after confirming that the driving mode of the vehicle is the automatic driving mode, and to determine whether the vehicle currently in the automatic driving mode needs to exit the automatic driving mode based on the steering wheel rotation rate.

[0034] The connection status adjustment module is used to adjust and control the connection device to set the connection status of the steering wheel and the steering output device to a disconnected state if it is confirmed that the vehicle does not need to exit the autonomous driving mode.

[0035] The driving execution control module is used to acquire and send the rotation control command output by the automatic driving mode to the steering output device based on the separation state of the steering wheel and the steering output device, so as to enable the steering output device to control the vehicle according to the rotation control command output by the automatic driving mode.

[0036] Thirdly, this application provides an electronic device, including: a processor, and a memory communicatively connected to the processor;

[0037] The memory stores computer-executed instructions;

[0038] The processor executes computer execution instructions stored in the memory to implement the above control method.

[0039] Fourthly, this application provides a vehicle, including: a steering system and a control system, wherein the steering system includes a steering wheel, a connecting device, and a steering output device; wherein one end of the connecting device is connected to the output end of the steering wheel, and the other end is connected to the input end of the steering output device;

[0040] The control system is used to perform the above method.

[0041] In one possible design, the vehicle also includes an angle sensor mounted on the steering wheel output.

[0042] The control system is specifically used for:

[0043] The angle sensor acquires the angular rate of the steering wheel rotation, and based on the angular rate of the steering wheel rotation, a preset clustering algorithm is used to determine whether the vehicle currently in autonomous driving mode needs to exit autonomous driving mode; wherein, the preset clustering algorithm is trained based on the driving habits of the current driver of the vehicle.

[0044] In one possible design, the angle sensor is also mounted at the input of the steering output device;

[0045] The control system is specifically used for:

[0046] The output angular rate of the steering wheel and the input angular rate of the steering output device are acquired by the angle sensor, and the actual difference between the angular rates of the steering wheel and the steering output device is calculated based on the output angular rate of the steering wheel and the input angular rate of the steering output device.

[0047] In one possible design, the connecting device includes an upper column, a dry multi-plate clutch, and a lower column; wherein the steering wheel output end is connected to the driving mechanism of the dry multi-plate clutch via the upper column, the steering output device input end is connected to the driven mechanism of the dry multi-plate clutch via the lower column, and multiple friction plates are alternately arranged on the adjacent surfaces of the driving mechanism and the driven mechanism of the dry multi-plate clutch;

[0048] The control system is specifically used for:

[0049] Based on the actual difference in angular rate between the steering wheel and the steering output device and the target difference in angular rate, a preset control algorithm is used to adjust the engagement degree of multiple friction plates on adjacent surfaces of the active and passive mechanisms of the dry multi-plate clutch, thereby adjusting the torque transmission ratio between the steering wheel and the steering output device so that the initial torque received by the output device is a portion of the torque generated by the rotation of the steering wheel.

[0050] Fifthly, this application provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement the above-described control method.

[0051] This application provides a vehicle control method, control system, and vehicle based on a steering system. After confirming the vehicle is in autonomous driving mode, this application monitors the steering wheel angle rate in real time to determine whether the driver needs to take over, thus confirming whether to exit the current autonomous driving mode. When autonomous driving mode is confirmed and the driver does not take over, a control connection device separates the steering wheel and steering output device, preventing the steering wheel from rotating due to the rotation of the steering output device. This avoids the driver needing to constantly adjust their hand position to adapt to steering wheel rotation, reducing driver frustration and physical fatigue. By utilizing a vehicle perception system and data analysis algorithms, the autonomous driving system can monitor the vehicle's surrounding environment in real time, accurately determining road conditions, obstacle positions, and the driving status of other vehicles. This allows the vehicle to respond more efficiently to emergencies in autonomous driving mode, improving overall driving safety. By accurately transmitting the steering control commands output by the autonomous driving mode, the steering output device can more accurately adjust the vehicle's steering angle and speed, achieving a smooth and comfortable driving experience and reducing the driver's workload. Attached Figure Description

[0052] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0053] Figure 1 This application provides a schematic flowchart of a vehicle control method based on a steering system, as illustrated in an embodiment of the present application.

[0054] Figure 2 A schematic diagram of standardized clustering algorithm parameters provided in one embodiment of this application;

[0055] Figure 3 A schematic diagram of personalized clustering algorithm parameters provided in one embodiment of this application;

[0056] Figure 4 This is a schematic diagram of a dynamically calibrated dataset provided in one embodiment of this application;

[0057] Figure 5 This is a schematic flowchart illustrating a method for setting a partial assist mode according to an embodiment of this application;

[0058] Figure 6 This is a schematic flowchart of a method for generating the initial received torque according to an embodiment of this application;

[0059] Figure 7 This is a schematic diagram of the structure of a feedforward neural network provided in one embodiment of this application;

[0060] Figure 8 This is a schematic flowchart illustrating a method for setting a full-power-up mode according to one embodiment of this application;

[0061] Figure 9 This is a schematic diagram of the structure of the control system provided in an embodiment of this application;

[0062] Figure 10 This is a schematic diagram of a vehicle structure provided in one embodiment of this application;

[0063] Figure 11 This application provides a specific vehicle control method according to one embodiment;

[0064] Figure 12 This is a schematic diagram of the control flow of a control algorithm provided in one embodiment of this application;

[0065] Figure 13 This is a schematic diagram of the structure of the electronic device provided in the embodiments of this application;

[0066] Figure 14 This is a schematic diagram of the electronic architecture of a car model provided in one embodiment of this application.

[0067] Explanation of reference numerals in the attached figures:

[0068] 101-Steering wheel; 102-Angle sensor; 103-Upper column; 104-Dry multi-plate clutch active mechanism; 105-Dry multi-plate clutch passive mechanism; 106-Lower column; 107-Motor actuator; 108-Hydraulic power steering mechanism; 109-Steering rocker arm.

[0069] The accompanying drawings have illustrated specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to specific embodiments. Detailed Implementation

[0070] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numerals in different drawings represent the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims, and not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without inventive effort are within the scope of protection of this invention.

[0071] In existing technology, vehicle steering control is primarily accomplished by a steer-by-wire mechanism, a steering output device. The vehicle's steering system mainly consists of the steering wheel and the steer-by-wire mechanism. Because the steering wheel is rigidly connected to the steer-by-wire mechanism via a column, the steering wheel turns when the steer-by-wire mechanism turns. However, when the driver does not need to intervene—that is, when the vehicle is in autonomous driving mode and controlled based on information output by the autonomous driving system—if the driver's hands are on the steering wheel, they will passively turn with the wheel. The driver needs to constantly adjust their hand position to adapt to the steering wheel's rotation. This can cause driver dissatisfaction, as this emotional change can distract them. Over time, this may lead to driver fatigue. A state of driver distraction and fatigue poses a threat to vehicle driving safety and is detrimental to safe driving.

[0072] Based on the aforementioned background and the technical problems existing in the prior art, the inventive concept of this application is to address the emotional aversion and physical fatigue experienced by drivers in adapting to steering wheel rotation, thereby improving vehicle driving safety. Since the steering wheel is rigidly connected to the steering output device via a column, a connecting device is added. In automatic driving mode, and when the driver does not take over the vehicle (i.e., does not exit automatic driving mode), the connection device is controlled to set the connection between the steering wheel and the steering output device to a disconnected state. At this time, the steering output device will no longer drive the steering wheel to rotate when it rotates, thus eliminating the need for the driver to adjust their hand position to adapt to steering wheel rotation, reducing emotional aversion and physical fatigue, and improving vehicle driving safety. Building upon the above, in non-automatic driving mode, different power assist modes are also provided to meet the driver's needs when rotating the steering wheel, improving driving comfort and making the process more user-friendly.

[0073] The technical solution of this application and how the technical solution of this application solves the above-mentioned technical problems are described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this application will now be described with reference to the accompanying drawings.

[0074] Figure 1 This is a schematic flowchart illustrating a vehicle control method based on a steering system, provided as an embodiment of this application. The method is applied to a control system, wherein the steering system includes a steering wheel, a connecting device, and a steering output device. Figure 1 As shown, the method includes steps S11-S13:

[0075] S11, monitor the vehicle's driving mode, and after confirming that the vehicle's driving mode is automatic driving mode, obtain the steering wheel rotation rate of the steering system, and based on the steering wheel rotation rate, determine whether the vehicle currently in automatic driving mode needs to exit automatic driving mode.

[0076] In this embodiment, the vehicle's driving mode is monitored to confirm whether it is in autonomous driving mode. If the vehicle is confirmed to be in autonomous driving mode, environmental information is collected through various sensors, including radar, lidar, cameras, and other devices used to perceive the vehicle's surroundings. These sensors can acquire information about surrounding roads, vehicles, and obstacles in real time, thereby enabling autonomous driving. For example, determining whether the vehicle is in autonomous driving mode can be achieved by reading whether the autonomous driving mode button is triggered, thus enabling real-time monitoring of the vehicle's driving status. Generally, at the beginning of driving, the driver will press a button to select autonomous driving mode. However, in some situations, it may be necessary to exit autonomous driving mode promptly to ensure driving safety. That is, the driver will take over the vehicle at this time. Therefore, after confirming that the vehicle's driving mode is autonomous driving mode, it is necessary to determine whether the driver will take over the vehicle, i.e., whether it is necessary to exit the current autonomous driving mode.

[0077] Specifically, the steering wheel's rotation rate is acquired. The steering wheel is the primary tool for driver-vehicle interaction, and its rotation directly reflects the driver's intentions and the vehicle's direction. The steering wheel's rotation rate is a key parameter for measuring changes in the vehicle's driving state. In autonomous driving mode, the steering wheel's rotation rate is continuously monitored to determine the current driving situation. This information is a sensitive reflection of the driver's intentions, as drivers typically do not frequently or significantly manipulate the steering wheel in autonomous driving mode. Therefore, by monitoring the steering wheel's rotation rate, it's possible to determine whether the driver will take over the vehicle. For example, a large steering wheel rotation rate might signal an attempt by the driver to take control. Based on the steering wheel's rotation rate, it's determined whether the vehicle needs to exit autonomous driving mode. A significant increase in the steering wheel's rotation rate may indicate that the driver wishes to intervene or that a special situation requires manual operation. Furthermore, after exiting autonomous driving mode, switching to manual driving or other appropriate modes can be initiated. This monitoring and response mechanism helps improve the safety and reliability of autonomous driving, and provides a better interactive experience for the driver while ensuring driving safety.

[0078] S12, if it is confirmed that the vehicle does not need to exit the automatic driving mode, the connection status of the steering wheel and the steering output device is set to the disconnected state by adjusting the control connection device.

[0079] In this embodiment, when it is confirmed that the vehicle does not need to exit the autonomous driving mode, the connection state between the steering wheel and the steering output device is adjusted to a disengaged state by regulating the control connection device. The goal is to effectively physically disengage the steering wheel and the steering output device while maintaining the autonomous driving mode. Firstly, the design of the control connection device takes into account the switching needs between autonomous and manual driving, as well as whether the driver has a habit of turning the steering wheel. For example, the connection device typically includes an electric or electrically assisted mechanical structure. Through the synergistic action of these structures, the connection state between the steering wheel and the steering output device can be flexibly switched under the control of system commands. Command signals control the movement of the electric actuator, thereby affecting the state of the connection device. This control mechanism is programmable and accurate, ensuring smoothness and reliability during the change of connection state.

[0080] It should be further explained that the focus of this embodiment is to illustrate that, in autonomous driving mode, and without needing to exit autonomous driving mode (i.e., the driver does not take over the vehicle), adjusting the control connection device can achieve the "disconnection" of the steering wheel and the steering output device. The structure of the connection device is only illustrative here to support the operational objective of separating the steering wheel and the steering output device by adjusting the control connection device. Overall, adjusting the control connection device to separate the steering wheel and the steering output device from their connected state ensures both the driver's control needs and the safety and stability of the vehicle in autonomous driving mode.

[0081] S13, based on the separation state of the steering wheel and the steering output device, acquire and send the rotation control command output by the automatic driving mode to the steering output device, so as to realize that the steering output device controls the vehicle according to the rotation control command output by the automatic driving mode.

[0082] In this embodiment, when the steering wheel is separated from the steering output device, the rotation control command output by the autonomous driving mode is acquired and accurately transmitted to the steering output device so that it can control the vehicle's movement according to the command. First, the rotation control command acquired by the autonomous driving system is the result of a comprehensive analysis of the vehicle's environment and perceived real-time data. The rotation control command may include information such as steering wheel rotation angle, steering speed, and lane departure. Acquiring the rotation control command typically relies on the vehicle's sensors and perception systems, such as cameras, radar, and lidar. These devices can perceive the vehicle's surroundings in real time, capturing data on road information, obstacles, and other vehicles. After acquiring the rotation control command, it is transmitted to the steering output device. In the separated state, upon receiving the rotation control command, the steering output device controls the mechanical power structure to achieve torque output, thereby achieving accurate vehicle control. For example, this typically includes electric power steering and hydraulic control systems, which can quickly and accurately adjust the vehicle's steering angle and steering speed according to the command. During steering control, the autonomous driving system needs to handle various complex situations through algorithms and control logic, such as emergency avoidance and automatic lane changing. Precise control enables vehicles to adapt to changing road conditions, ensuring a high level of maneuverability and safety even in autonomous driving mode. Achieving vehicle control via the steering output system requires consideration of multiple factors, including vehicle dynamics, steering system response speed, and road conditions. This necessitates that the steering output system balance vehicle stability and agility when responding to commands, providing a smooth and safe driving experience. Furthermore, efficient information transmission and interpretation are crucial during command delivery. The design of communication protocols and data formats becomes paramount to ensure the real-time nature and accuracy of commands. Commonly used communication technologies include automotive-specific control area networks (CANs) or Ethernet to ensure efficient data transmission.

[0083] This application, after confirming the vehicle is in autonomous driving mode, monitors the steering wheel's turning rate in real time to determine whether the driver needs to take over, thus confirming whether to exit the current autonomous driving mode. When autonomous driving mode is confirmed and the driver does not take over, a control connection device separates the steering wheel from the steering output device, preventing the steering wheel from turning due to the steering output device's rotation. This avoids the driver constantly adjusting their hand position to adapt to steering wheel rotation, fundamentally reducing driver frustration and physical fatigue. By utilizing vehicle perception systems and data analysis algorithms, the autonomous driving system can monitor the vehicle's surroundings in real time, accurately judging road conditions, obstacle positions, and the driving status of other vehicles. This enables the vehicle to handle emergencies in autonomous driving mode, improving overall driving safety. By accurately transmitting the steering control commands output by the autonomous driving mode, the steering output device can more precisely adjust the vehicle's steering angle and speed, achieving a smooth and comfortable driving experience and reducing the driver's workload.

[0084] In one specific embodiment, a specific implementation of step S11 above, which involves determining whether a vehicle currently in autonomous driving mode needs to exit autonomous driving mode based on the steering wheel rotation angular rate, is described below; including step S111:

[0085] S111, based on the steering wheel rotation rate, a preset clustering algorithm is used to determine whether the vehicle currently in autonomous driving mode needs to exit autonomous driving mode; wherein, the preset clustering algorithm is trained based on the current driver's driving habits.

[0086] In this embodiment, the steering wheel rotation rate is monitored. A clustering algorithm trained based on the current driver's driving habits is used to cluster the rotation rates and determine whether the vehicle needs to exit autonomous driving mode. The pre-set clustering algorithm is trained based on the driver's driving habits. This means that in normal driving mode, the driver's steering behavior, including the amplitude and rate of steering wheel rotation, and other related driving behaviors, is recorded and learned. Through this learning process, an understanding of the driver's personalized driving mode can be established. Secondly, the clustering algorithm is designed with the vehicle's adaptability in mind. As time goes on, the driver's driving style may change, and the pre-set clustering algorithm can dynamically adjust and update to ensure an accurate reflection of the driver's current state. This adaptability is designed to better adapt to the driver's changing habits, improve the accuracy of judgment, and provide the driver with driving intentions more aligned with their current state.

[0087] In actual operation, when a vehicle enters autonomous driving mode, the steering wheel rotation rate is monitored in real time. This process involves not only simple data collection but also real-time data classification using a pre-trained clustering algorithm. The clustering algorithm compares the current driver's driving pattern with previously learned clustered driving patterns to determine whether the vehicle needs to remain in autonomous driving mode, i.e., whether the driver intends to take over. Specifically, if the clustering algorithm detects that the current steering wheel rotation rate matches the previously trained pattern for continuing autonomous driving, it considers the vehicle to be in the expected autonomous driving mode, and the driver has no intention to intervene. If the clustering algorithm detects that the current steering wheel rotation rate matches the previously trained pattern for stopping autonomous driving (i.e., the driver intends to take over), it considers the vehicle to need to exit the current autonomous driving mode, and the driver intends to intervene. Overall, the pre-set clustering algorithm based on steering wheel rotation rate, through learning and real-time judgment of driver habits, provides a more personalized, safe, and efficient driving experience. The clustering algorithm takes full advantage of individual differences among drivers, and through the learning and adjustment of the algorithm, provides each driver with driving services that best suit their habits.

[0088] Here, the specific implementation process of the clustering algorithm is illustrated as follows:

[0089] Figure 2This is a schematic diagram illustrating the standardized clustering algorithm parameters provided in one embodiment of this application. First, a brief explanation of the standardized clustering algorithm process is given. This process is required before the vehicle leaves the factory, and the clustering algorithm initially deployed on the vehicle is this standardized clustering algorithm. The steering wheel angle rate during normal vehicle operation is collected, and the collected angle rates are sampled, the number of categories is determined, the data is classified according to the number of categories, and a threshold is determined for each category. Specifically, data is extracted hierarchically from the collected raw data, and the K-means clustering algorithm is used to classify the extracted data; among the categories divided by the data classification, categories with an angle rate less than a first threshold are found, the found categories are merged, and the upper and lower boundaries of the merged categories are used as the thresholds for driver takeover determination. Specifically, the K-means clustering algorithm is used for data classification. First, K initial data points are randomly selected as cluster centers, where K is the previously determined number of classes. Then, the Euclidean distance between other sampled data points and the centers is calculated, and each sampled data point is assigned to the class with the center point that has the smallest Euclidean distance. Next, the center point of each class is calculated, resulting in K new center points. Finally, the first two steps are repeated until the center points of each class no longer change. The number of classes corresponding to this algorithm is determined using the elbow method: multiple consecutive values ​​of K are used as the horizontal axis, and the mean clustering algorithm is applied to each value for classification. The sum of the squared distances D from all data points to the center point of their respective class is calculated, and this value is used as the vertical axis. The K value corresponding to the inflection point of the graph is the number of classes. The determination of the clustering parameter K for standardized data is as follows... Figure 2 As shown.

[0090] Based on this, regarding the determination of the threshold: First, find the categories in the data classification where the steering wheel angle rate when the driver takes over is close to a first threshold (where the first threshold is close to 0). Then, merge these categories, and use the upper and lower boundaries of the merged categories as the thresholds for determining driver takeover. For example, if the determined lower boundary threshold is AngSpd1 and the upper boundary threshold is AngSpd2, then when the detected steering wheel angle rate AngSpd satisfies AngSpd1≤AngSpd≤AngSpd2, it can be determined as a driver takeover state. This completes the training of the standardized clustering algorithm for determining whether the driver has taken over the vehicle.

[0091] Figure 3This diagram illustrates the parameters of a personalized clustering algorithm provided in one embodiment of this application. The personalized clustering algorithm dynamically calibrates based on the driver's driving habits. Specifically, it dynamically calibrates as the driver continues driving, achieving personalized customization. The data collected during dynamic calibration is completed during vehicle operation. To ensure data collection covers driver-in-control states, the vehicle must be equipped with an advanced driver assistance system (ALM) (Level 2 or higher) and the ALM must be activated while the vehicle is in motion. After the ALM is activated, the driver can turn the steering wheel or keep it stationary to ensure the automatic steering column torque adjustment controller can collect the steering wheel angle rate signal. After determining the number of clusters and the data classification process, the dynamic calibration clustering parameter K is determined as follows: Figure 3 As shown. After determining the number of categories and the data classification process, K categories of one-dimensional data including steering wheel angular rate were obtained. Categories with steering wheel angular rates less than a first threshold were identified; in fact, the first threshold categories are those with steering wheel angular rates close to 0. These categories were merged into a new category. At this point, the corresponding upper and lower boundary thresholds may change. For example, if the corresponding steering wheel angular rate AngSpd3≤AngSpd≤AngSpd4, it can be determined that the driver is in a takeover state. The dynamic calibration process is also a process of personalized driver takeover state customization.

[0092] Figure 4 This is a schematic diagram of a dynamically calibrated dataset provided in one embodiment of this application. Figure 4 As shown, triangles represent takeover data and pentagrams represent non-takeover data. It can be seen that turning rates indicating the driver's intention to take over the vehicle are clustered together; turning rates indicating no intention to take over are clustered together. Therefore, when applying the clustering algorithm, the turning rate of the steering wheel is used to determine whether the vehicle currently in autonomous driving mode needs to exit autonomous driving mode, i.e., whether the driver intends to take over the vehicle.

[0093] In one embodiment, another scenario of step S11 described above is explained. Specifically, it describes a specific implementation in non-autonomous driving mode. Based on the above embodiment, step S10 is included:

[0094] S10 monitors the vehicle's driving mode. After confirming that the vehicle's driving mode is non-autonomous driving mode, it confirms and sets the working mode of the steering system in non-autonomous driving mode. The working modes of the steering system include fully assisted mode, partially assisted mode, and no assisted mode.

[0095] In this embodiment, the vehicle's driving mode is monitored. Once it is confirmed that the vehicle is currently in non-autonomous driving mode, the steering system's operating mode is determined and set to better adapt to the driver's needs and road conditions. The steering system's operating modes in this process include three types: fully assisted mode, partially assisted mode, and no assisted mode. Each mode affects the vehicle's handling and driving experience to varying degrees. First, fully assisted mode is a high-assistance state for the steering system. In this mode, the steering system provides significant assistance, making it relatively easy for the driver to control the vehicle. For example, this mode is typically suitable for low-speed driving or scenarios requiring frequent steering maneuvers, such as parking, reversing, and city driving. In fully assisted mode, the vehicle's handling is more agile, the steering is relatively light, and the driver's workload is relatively low. Second, partially assisted mode is a state between fully assisted and no assisted. In this mode, the steering system provides moderate assistance according to the driver's control needs to balance ease of control and road perception. For example, this mode is typically suitable for general driving scenarios, ensuring balance in handling and vehicle stability. In partially assisted mode, the driver can better perceive road conditions and control the vehicle more intuitively.

[0096] Finally, the no-assist mode is a state where the steering system provides minimal assistance. In this mode, the driver needs to overcome the resistance of the steering system and directly control the vehicle. For example, this mode is suitable for high-speed driving or scenarios where the driver wants a more direct feel for vehicle control. In no-assist mode, vehicle control is more realistic, the driver can more accurately perceive the vehicle's state, and react more sensitively to changes in road conditions. In summary, after confirming that the vehicle's driving mode is non-autonomous driving mode, the driver selects the appropriate operating mode based on their needs and changes in road conditions. The vehicle responds to the driver's selection, setting the corresponding steering system operating mode, which not only improves the driving experience but also increases vehicle safety and handling.

[0097] In one embodiment, this describes another scenario of step S12 described above. Specifically, it details one implementation of the steering system after confirming that the vehicle needs to exit autonomous driving mode. Based on the above embodiment, it includes:

[0098] If it is determined that the vehicle needs to exit autonomous driving mode, the steering system's operating mode is set to partial power steering mode.

[0099] In this embodiment, when it is confirmed that the vehicle needs to exit autonomous driving mode, the steering system's operating mode is set to partial power assist mode to better ensure the driver's control of the vehicle and improve driving safety. This adjustment is based on analysis and judgment of the steering wheel's rotation rate monitored in real time. The partial power assist mode is set to allow the driver to participate more actively in the control process while maintaining a certain level of driving assistance. In this mode, the steering system provides appropriate assistance according to the driver's driving intentions and actual driving conditions, balancing driving comfort and road condition perception.

[0100] The effects and advantages of partial power steering include: First, it enhances the driver's perception of the vehicle. In partial power steering mode, the driver needs to be more proactive in controlling the steering wheel because the steering system only provides moderate assistance. This allows the driver to more accurately perceive the vehicle's steering state, thus better adapting to different driving scenarios. Second, it increases the driver's involvement in vehicle control. Partial power steering allows the driver to participate more in the control process, increasing the sense of involvement and immersion. Through more direct operation, the driver can better grasp the vehicle's dynamic characteristics, enhancing driving pleasure and experience. Simultaneously, it balances driving comfort and safety. While providing some assistance, partial power steering allows the driver to perceive road conditions more intuitively, balancing ease of control with sensitivity to road conditions. This helps improve driving safety and stability. Setting the steering system to partial power steering mode is a human-centered adjustment. It aims to provide the driver with a more personalized and comfortable driving experience while ensuring driving safety.

[0101] In one specific embodiment, Figure 5 This is a schematic flowchart illustrating a method for setting a partial assist mode according to an embodiment of this application. It describes a specific implementation of the partial assist mode mentioned in the above embodiment. Figure 5 As shown, based on the above embodiment, steps S51-S52 are included:

[0102] S51, by adjusting the control connection device, the connection state between the steering wheel and the steering output device is adjusted so that the output device receives the initial torque generated by the rotation of the steering wheel;

[0103] S52, obtain the steering wheel angle rate, and based on the steering wheel angle rate and the initial torque received by the steering output device, obtain and send the rotation control command to the steering output device so that the steering output device generates the assist torque according to the rotation control command, and completes the initial torque and assist torque to control the vehicle together.

[0104] In this embodiment, by adjusting the control connection device, the connection state between the steering wheel and the steering output device is adjusted to achieve effective control of the initial torque. This process ensures that the driver receives the desired driving experience while the vehicle is in motion, providing necessary assistance to make the vehicle's steering smoother and more agile. The purpose of adjusting the control connection device is to change the connection state between the steering wheel and the steering output device. This adjustment of the connection state is based on the perception of the vehicle's current driving state and the driver's intentions. Through the control connection device, the connection state can be dynamically adjusted according to the real-time monitored vehicle state and the driver's driving behavior to meet the driving needs in different driving situations.

[0105] Secondly, acquiring the steering wheel's turning rate is crucial for accurately understanding the driver's steering intentions. The steering wheel's turning rate is a direct expression of the driver's intention to steer the vehicle. By monitoring and acquiring this information, the driver's intent can be judged more precisely, and timely adjustments can be made. This provides a key input for subsequent control processes. Based on the steering wheel's turning rate and the initial torque received by the steering output device, a rotation control command is generated and sent to the steering output device to achieve accurate control of the vehicle's steering. The steering output device generates assist torque based on the received rotation control command, completing the synergy between the initial torque and the assist torque to control the vehicle. This process aims to provide the driver with appropriate assistance during operation through reasonable adjustments, improving driving comfort and controllability. Simultaneously, the consideration of the initial torque ensures that the driver can still manually steer the vehicle even without assistance. Through the regulation and synergy of this system, the driving process becomes safer, smoother, and more in line with the driver's personalized driving needs.

[0106] In one specific embodiment, Figure 6 This is a schematic flowchart illustrating a method for generating and receiving initial torque according to an embodiment of this application. It provides a specific explanation of one implementation of the initial torque acquisition method mentioned in the above embodiment. Figure 6 As shown, based on the above embodiments, steps S61-S63 are included:

[0107] S61, obtain the output angular rate of the steering wheel and the input angular rate of the steering output device, and calculate the actual difference between the angular rates of the steering wheel and the steering output device based on the output angular rate of the steering wheel and the input angular rate of the steering output device;

[0108] S62, acquire vehicle driving status information and driving environment information, and use a trained neural network to calculate the target difference between the steering wheel and steering output device's angular rate based on the steering wheel's output angular rate, the steering output device's input angular rate, the vehicle's driving status information, and the vehicle's driving environment information.

[0109] S63, based on the actual difference in angular rate between the steering wheel and the steering output device and the target difference in angular rate, adopts a preset control algorithm to adjust the torque transmission ratio between the steering wheel and the steering output device by adjusting the engagement degree of multiple friction plates built into the control connection device, so as to realize that the initial torque received by the output device is part of the torque generated by the rotation of the steering wheel.

[0110] In this embodiment, by monitoring the angular rates of the steering wheel and the steering output device, information on the current control state can be obtained in real time. Furthermore, the actual difference between the angular rates of the steering wheel and the steering output device is calculated (obtained by subtracting the output angular rate of the steering wheel from the input angular rate of the steering output device). This actual difference reflects the relative motion between the steering wheel and the steering output device. This difference provides a more detailed understanding of the dynamic relationship between the steering wheel and the steering output device. Next, acquiring vehicle driving status information and driving environment information is crucial for a more comprehensive consideration of the vehicle's actual operating conditions. The angular rates of the steering wheel and the steering output device are affected by the vehicle's driving status and the environment, thus requiring a comprehensive consideration of these factors. Driving status information includes vehicle speed, acceleration, etc., while driving environment information may include road conditions, temperature, etc. This comprehensive consideration of information helps the system better adapt to different driving situations, improving the adaptability and stability of the control.

[0111] After acquiring the actual difference in steering wheel and steering output device angular rates, along with vehicle driving status and environment information, a trained neural network is used to calculate the target difference in steering wheel and steering output device angular rates. Vehicle driving status information includes, but is not limited to, current vehicle speed, accelerator pedal opening, brake pedal opening, and lateral and longitudinal acceleration; vehicle driving environment information includes, but is not limited to, current distance to the vehicle in front, current lane keeping probability, and current road curvature radius. The neural network is trained based on a large amount of real-world driving data, learning from driver habits and vehicle dynamic responses to accurately predict the target steering output device angular rate. Finally, based on the actual and target angular rate differences, a preset control algorithm is used for adjustment. This algorithm adjusts the torque transmission ratio between the steering wheel and steering output device by regulating the engagement degree of multiple friction plates within the control connection device. This adjustment process ensures that the initial torque received by the output device is primarily generated by steering wheel rotation. Adjusting the engagement degree of the friction plates is a crucial step in handling, directly affecting vehicle handling performance and driving experience. Overall, by comprehensively considering the actual difference in steering angle rate between the steering wheel and the steering output device, the vehicle's driving status information and driving environment information, as well as the target difference learned through the neural network, the friction pads are adjusted to provide appropriate assistance to the vehicle in different driving situations, thereby improving the safety and comfort of handling.

[0112] Figure 7 This is a schematic diagram of the structure of a feedforward neural network provided in one embodiment of this application. Figure 7As shown, by inputting signals such as vehicle speed, accelerator pedal opening, brake pedal opening, steering wheel output angular rate, steering output device input angular rate, lateral and longitudinal acceleration, distance between the current vehicle and the vehicle in front, lane keeping probability of the current vehicle, and current road curvature radius, the target difference in steering wheel and steering output device angular rates can be obtained after calculation by the feedforward neural network algorithm. Furthermore, the feedforward neural network is trained using a conventional training method; here, only a simple description of the training process is provided. First, all weights and biases of the neural network are initialized. Weights and biases are parameters in the neural network that determine its output. Second, forward propagation is performed for each training tuple. The output of each unit in the input layer is its input value. For each unit in the hidden or output layer, its net input is calculated, and then its output is calculated using an activation function (here, the sigmoid function is used). Next, backpropagation is performed: the error of each unit in the output layer is calculated, which is derived from the actual output and the expected output. Then, for each unit in the hidden layer, its error is calculated, based on the error of the next layer (i.e., closer to the output layer). Finally, each weight and bias in the neural network is updated based on the calculated error. This update aims to make the actual output of the neural network closer to the desired output. This process is repeated until a termination condition is met, such as reaching the maximum number of iterations or the error falling below a certain threshold. Finally, the trained neural network is output.

[0113] In one embodiment, Figure 8 This is a flowchart illustrating a method for setting a full-assist mode according to an embodiment of this application. It specifically describes one implementation of the full-assist mode in step S10 above. Based on the above embodiment, as... Figure 8 As shown, steps S81-S83 are included:

[0114] S81, Adjust the control connection device to adjust the connection status of the steering wheel and the steering output device to the disconnected state;

[0115] S82, based on the adjustment of the connection state between the steering wheel and the steering output device to the disconnected state, obtains the steering wheel's angular rate and generates a rotation control command based on the angular rate;

[0116] S83 sends a rotation control command to the steering output device so that the steering output device can control the vehicle according to the rotation control command.

[0117] In this embodiment, the control connection device is adjusted to separate the steering wheel and steering output device. This step physically separates the steering wheel and steering output device, breaking their direct mechanical connection and thus changing the vehicle's handling mode. First, the separation of the steering wheel and steering output device is achieved through the internal mechanical structure of the connection device. These structures are designed to fully consider the flexibility and versatility of vehicle handling. The handling mode can be flexibly switched according to the driver's needs and the vehicle's operating status. Once the connection is separated, the next step is to acquire the steering wheel's angular rate. This step relies on the vehicle's internal sensor system, which monitors the real-time movement of the steering wheel. This monitoring data accurately acquires the steering wheel's angular rate, providing crucial input parameters for subsequent control. After acquiring the steering wheel's angular rate, a rotation control command is generated based on this information. This command instructs the steering output device to perform corresponding actions; specifically, it guides the steering output device on how to adjust the vehicle's steering angle. The generation of this control command is based on algorithms and logic built into the vehicle's control system, taking into account the rate and amplitude of steering wheel rotation, as well as possible driving scenarios. This command generation method ensures that the vehicle can obtain appropriate control responses under different conditions. The final step is to send the generated rotation control command to the steering output device to achieve actual control of the vehicle. This process is completed through communication and execution mechanisms within the control system. Overall, by acquiring the steering wheel's angular rate, generating corresponding rotation control commands, and transmitting these commands to the steering output device, accurate vehicle control is effectively achieved, allowing the vehicle to drive according to the driver's subjective commands and providing the driver with a more convenient and comfortable driving experience.

[0118] In another embodiment, a specific description is provided of one implementation method for setting the no-help mode in step S10 above. Based on the above embodiment, it includes S101:

[0119] S101, if the steering system is in the unassisted mode, the connection between the steering wheel and the steering output device is locked by adjusting the control connection device, so that the torque generated by the steering wheel rotation can directly control the vehicle.

[0120] In this embodiment, when the steering system operates in unassisted mode, the connection between the steering wheel and the steering output device is locked by adjusting the control connection device. The purpose is to ensure that the rotation of the steering wheel is directly related to the vehicle's steering. In unassisted mode, the connection between the steering wheel and the steering output device is the same as in a conventional vehicle. In this mode, the driver needs to exert more force to operate the steering wheel. This is because setting the connection to a locked state means that the mechanical connection between the steering wheel and the steering output device is firmly fixed, with no relative movement. This adjustment ensures that the rotation of the steering wheel directly affects the vehicle's steering. In the locked state, every rotation of the steering wheel is directly transmitted to the steering output device, causing a corresponding change in the vehicle's direction. This direct control mode allows the driver to control the vehicle's direction more precisely, especially when greater steering force is required.

[0121] In actual driving, the unassisted driving mode is typically used in situations such as system malfunctions or when the driver desires a more direct and realistic sense of control. In this mode, the driver needs to exert more physical effort, but can more acutely perceive changes in the vehicle and react quickly. Therefore, for drivers with some driving experience and high demands for vehicle control, the unassisted driving mode provides a more direct and realistic driving experience and grants the driver a greater degree of control. This control method ensures that the driver can flexibly switch control modes when needed, obtaining a more direct and personalized driving experience, providing strong support for meeting different driving needs.

[0122] In one embodiment, based on the above embodiment, step S14 is further included:

[0123] S14, monitor the connection device and steering output device in real time, and after diagnosing and confirming that there is a fault in the connection device and / or steering output device, send a connection device lockup prompt message to the human-machine interface.

[0124] In this embodiment, the connection device and steering output device are monitored in real time, and a connection device lock-up warning message is sent to the human-machine interface after a fault is diagnosed in the connection device and / or steering output device, to ensure vehicle driving safety. Firstly, real-time monitoring of the connection device and steering output device is to promptly detect and diagnose potential problems. By continuously monitoring the status of these two key components, possible faults or abnormalities can be detected at an early stage. This real-time monitoring uses sensors and detection devices to continuously collect data from the connection device and steering output device and provide real-time feedback to the vehicle. When the monitoring system diagnoses a fault in the connection device and / or steering output device, a connection device lock-up warning message is sent to the human-machine interface to provide the driver with timely warnings and information feedback. This information prompt is usually presented in an intuitive and clear manner on the vehicle's instrument panel or central control display screen, allowing the driver to quickly perceive the potential problem and take appropriate action. For example, the human-machine interface system prompts the driver to manually lock the steering wheel and steering output device. The driver manipulates the locking pin to mechanically lock the multiple friction plates in the connecting device (this mechanism is easy to implement, and detailed mechanical structure is not provided in this application). At this time, the driver can directly control the wheel angle, which is the same as controlling the vehicle steering with a conventional steering wheel. Real-time monitoring of the connecting device and steering output device, as well as sending a connection device lock-up prompt message to the human-machine interface in case of failure, effectively improves the driver's real-time perception and control of the vehicle status, providing the driver with a more comprehensive, safe, and comfortable driving experience.

[0125] In addition to displaying the connection device lockout prompt on the human-machine interface, the real-time steering angle of the vehicle is also displayed on the human-machine interface, based on the above embodiments.

[0126] The real-time display of steering angle on the human-machine interface (HMI) provides more comprehensive driving information. This display function presents the current vehicle steering angle in digital or graphical form on the instrument panel or central control screen, allowing the driver to clearly understand the vehicle's current directional status. This real-time, visual feedback enables the driver or monitoring system to clearly understand the vehicle's current steering status, including the specific steering wheel angle, steering rate, and actual vehicle steering. This information intuitively demonstrates the autonomous driving system's control over the direction, providing users with an intuitive understanding of vehicle behavior and achieving a high degree of transparency and visualization. Secondly, by sending specific steering information to the HMI, real-time monitoring of the steering output device's performance can also be achieved. Any abnormalities or emergencies will be immediately reflected on the interface, allowing the driver to quickly detect and take appropriate measures. This real-time monitoring helps improve driving safety and stability, ensuring the vehicle's reliability in various modes. Furthermore, sending specific steering information to the HMI is also a means of effective communication between the driver and the autonomous driving system. When manual intervention is required or the system malfunctions, the driver can intuitively understand the vehicle's status through the interface and make decisions more quickly. This real-time feedback helps build user trust in the autonomous driving system, increasing driver satisfaction and sense of security. In particular, it provides real-time reference data for emergency responses under special driving conditions, such as when a sudden situation requires a rapid turn.

[0127] In autonomous driving mode, this application uses a clustering algorithm trained on driver habits, based on the steering wheel rotation rate, to determine whether the driver has taken over the vehicle and whether the vehicle needs to exit autonomous driving mode. The personalized, dynamically updated clustering algorithm helps avoid misoperation and accurately responds to the driver's intention to take over, improving the driving experience. For non-autonomous driving mode, the application identifies and sets the vehicle's steering system operating mode. This allows the driver to select fully assisted, partially assisted, or no-assist mode according to actual needs, improving driving customizability. By monitoring the connection device and steering output device in real time, potential faults or abnormalities can be quickly detected, and corresponding prompts can be sent to the human-machine interface, enabling the driver to react quickly, reducing accident risks, improving vehicle reliability and safety, and providing important information for subsequent maintenance. By sending the vehicle's actual steering information to the human-machine interface each time, real-time monitoring and intuitive presentation of vehicle behavior are achieved. This provides the driver with comprehensive vehicle status information, especially in complex road conditions or emergency situations, providing real-time reference data and enhancing the transparency and reliability of vehicle performance.

[0128] Figure 9This is a schematic diagram of the control system provided in an embodiment of this application. Figure 9 As shown, the control system 90 includes:

[0129] The driving status judgment module 91 is used to obtain the steering wheel rotation rate of the steering system after confirming that the driving mode of the vehicle is the automatic driving mode, and to determine whether the vehicle currently in the automatic driving mode needs to exit the automatic driving mode based on the steering wheel rotation rate.

[0130] The connection status adjustment module 92 is used to set the connection status of the steering wheel and the steering output device to a disconnected state by adjusting the control connection device if it is confirmed that the vehicle does not need to exit the autonomous driving mode.

[0131] The driving execution control module 93 is used to acquire and send the rotation control command output by the automatic driving mode to the steering output device based on the separation state of the steering wheel and the steering output device, so as to realize that the steering output device controls the vehicle according to the rotation control command output by the automatic driving mode.

[0132] The control device provided in this embodiment can execute the control method of the above embodiment. Its implementation principle and technical effect are similar, and will not be described again here.

[0133] This application also provides a vehicle, including: a steering system and a control system, wherein the steering system includes a steering wheel, a connecting device, and a steering output device; wherein one end of the connecting device is connected to the output end of the steering wheel, and the other end is connected to the input end of the steering output device;

[0134] The control system is used to execute the control method described in the above embodiments.

[0135] In one embodiment, the vehicle also includes an angle sensor mounted on the steering wheel output.

[0136] The control system is specifically used to: acquire the steering wheel rotation rate collected by the angle sensor, and based on the steering wheel rotation rate, use a preset clustering algorithm to determine whether the vehicle currently in autonomous driving mode needs to exit autonomous driving mode; wherein, the preset clustering algorithm is trained based on the current driver's driving habits.

[0137] In one embodiment, the angle sensor is also installed at the input of the steering output device;

[0138] The control system is specifically used to: acquire the output angular rate of the steering wheel and the input angular rate of the steering output device collected by the angle sensor, and calculate the actual difference between the angular rates of the steering wheel and the steering output device based on the output angular rate of the steering wheel and the input angular rate of the steering output device.

[0139] In one specific embodiment, the connecting device includes an upper column, a dry multi-plate clutch, and a lower column; wherein, the steering wheel output end is connected to the dry multi-plate clutch drive mechanism of the dry multi-plate clutch via the upper column, and the steering output device input end is connected to the dry multi-plate clutch drive mechanism of the dry multi-plate clutch via the lower column, and multiple friction plates are alternately arranged on the adjacent surfaces of the dry multi-plate clutch drive mechanism and the dry multi-plate clutch passive mechanism.

[0140] The control system is specifically used to: based on the actual difference in the angular rate between the steering wheel and the steering output device and the target difference in the angular rate, adopt a preset control algorithm, adjust the torque transmission ratio between the steering wheel and the steering output device by adjusting the engagement degree of multiple friction plates on the adjacent surfaces of the active mechanism and the passive mechanism of the dry multi-plate clutch, so as to realize that the initial torque received by the output device is part of the torque generated by the rotation of the steering wheel.

[0141] Figure 10 This is a schematic diagram of a vehicle structure provided for one embodiment of this application. Figure 10 As shown, the steering system mainly includes a dry multi-plate clutch active mechanism 104, a dry multi-plate clutch passive mechanism 105, a steering wheel 101, an angle sensor 102 for the upper column 103, an upper column 103, a lower column 106, an angle sensor 102 for the lower column 106 (which can reuse the angle sensor 102 of the steer-by-wire gear), and a steer-by-wire gear. The steer-by-wire gear includes a steer-by-wire gear angle sensor 102, a steer-by-wire gear motor actuator 107, a hydraulic power assist mechanism 108, and a steering rocker arm 109, as shown. Figure 10As shown. The dry multi-plate clutch includes a dry multi-plate clutch driving mechanism 104 and a dry multi-plate clutch driven mechanism 105. Here, the upper column 103 and the lower column 106 can be included in the dry multi-plate clutch structure. The dry multi-plate clutch includes an upper column 103, friction plates (dry multi-plate clutch driving mechanism 104) connected to the upper column 103, a lower column 106, a dry multi-plate clutch housing (excluding the dry multi-plate clutch top cover) mechanically connected to the lower column 106, and friction plates connected to the dry multi-plate clutch housing (excluding the dry multi-plate clutch top cover). The friction plates connected to the upper column 103 and the friction plates connected to the dry multi-plate clutch housing (excluding the dry multi-plate clutch top cover) are alternately placed (i.e., multiple friction plates are alternately arranged on adjacent surfaces of the dry multi-plate clutch driving mechanism and the dry multi-plate clutch driven mechanism). The dry multi-plate clutch also includes a dry multi-plate clutch drive mechanism, comprising a drive motor and a worm gear transmission mechanism. The worm gear transmission mechanism converts the rotational motion of the drive motor into linear motion, which drives the friction plates to engage or disengage via a linearly moving push rod. The steering column torque automatic adjustment controller controls the torque value between the upper and lower steering columns 106 by controlling the engagement degree of the friction plates. The steering output device's assist torque is mainly provided by the motor actuator 107 (motor assist) and the hydraulic assist mechanism 108. The connection structure and operating mode of the motor actuator 107, the hydraulic assist mechanism 108, and the steering rocker arm 109 all utilize existing technology and will not be described in detail here.

[0142] Specifically, in the no-assist mode, the torque required by the vehicle includes the full torque of the steering wheel 101, the torque of the steer-by-wire motor, and the full torque of the hydraulic power assist. In the partial-assist mode, the torque required by the vehicle includes a portion of the torque on the steering wheel 101, a portion of the torque of the steer-by-wire motor actuator 107, and the full torque of the hydraulic power assist mechanism 108. In the full-assist mode, the torque required by the vehicle includes a portion of the torque of the steer-by-wire motor actuator 107 and the full torque of the hydraulic power assist mechanism 108. Furthermore, when there is a problem with the steer-by-wire system, i.e., a failure in the steering motor actuator 107 and a problem with the hydraulic power assist mechanism 108, the driver can still turn the steering wheel 101. The steering wheel 101 transmits the rotational torque to the upper column 103, then to the lower column 106, and then to the steering input shaft (the steering input shaft refers to the lower column 106 connected to the steer-by-wire system). The steering input shaft drives the steering rocker arm 109, and then controls the rotation of the wheels. At this time, the rotational torque input to the entire steering system of the vehicle is the torque input by the driver turning the steering wheel 101.

[0143] Figure 11This application provides a specific vehicle control method according to one embodiment. Based on the specific vehicle structure described above, the vehicle control method is explained here. Since the above embodiments have already described each part in detail, this is only a simple, exemplary description. Figure 11 As shown, regardless of whether the vehicle is in fully advanced driver assistance mode, the status of the steer-by-wire system and the dry multi-plate clutch needs to be checked. If a fault is found, the human-machine interface system will instruct the driver to manually lock the dry multi-plate clutch. That is, the driver manually locks the friction plates built into the dry multi-plate clutch, and the actual angle of vehicle rotation is fed back to the human-machine interface system in real time, informing the driver of the current angle value.

[0144] If the vehicle is currently in fully advanced driver assistance mode and the steer-by-wire and dry multi-plate clutch are in normal condition, then determine whether the driver intends to take over the vehicle.

[0145] If the driver does not take over the vehicle, the dry multi-plate clutch friction plates will disengage. The steer-by-wire system controls the angle according to angle commands issued by the advanced driver assistance system; it feeds back the actual angle of vehicle rotation to the human-machine interface system in real time and informs the driver of the current angle value.

[0146] If the driver takes over the vehicle, the fully advanced driver assistance mode is disengaged; the human-machine interface system reminds the driver to enter the partial power assist mode; based on the slip ratio of the upper and lower columns calculated by the backward neural network algorithm, the friction plates of the dry multi-plate clutch are partially engaged through the proportional-integral-derivative control algorithm; the steer-by-wire system is in the partial power assist mode and compensates according to the angle of rotation of the upper column and steering wheel to achieve the driver's desired steering angle; the actual angle value of the vehicle rotation is fed back to the human-machine interface system in real time to inform the driver of the current angle value.

[0147] If the vehicle is not currently in fully advanced driver assistance mode, and the status of the steer-by-wire and dry multi-plate clutch is normal, then confirm and set the current operating mode of the steer-by-wire.

[0148] If the steer-by-wire system is in full power assist mode, the dry multi-plate clutch friction plates disengage. The steer-by-wire system controls the angle based on the rotation angle of the upper column and steering wheel; the actual vehicle turning angle is fed back to the human-machine interface system in real time to inform the driver of the current angle value.

[0149] If the steer-by-wire system is in partial power assist mode, the slip ratio of the upper and lower tubes is calculated by the backward neural network algorithm, and the partial engagement line of the friction plates of the dry multi-plate clutch is controlled by the proportional-integral-derivative control algorithm. When the steer-by-wire system is in partial power assist mode, it compensates according to the rotation angle of the upper column and steering wheel to achieve the driver's desired steering angle. The actual rotation angle value of the vehicle is fed back to the human-machine interaction system in real time to inform the driver of the current angle value.

[0150] If the steer-by-wire system is in unassisted mode, the friction plates of the dry multi-plate clutch are locked, and the actual rotation angle of the vehicle is fed back to the human-machine interface system to inform the driver of the current angle value.

[0151] In non-fully advanced driver assistance mode, the default assistance mode is partial assistance mode, and the driver can select the corresponding assistance mode by pressing a button.

[0152] Figure 12 This is a schematic diagram of the control flow of a control algorithm provided in one embodiment of this application. Based on the above embodiment, as follows... Figure 12 As shown,

[0153] This control process is a closed-loop control system based on a proportional-integral-derivative (PI-DE) control algorithm. Its goal is to make the actual steering angle rate as close as possible to the target steering angle rate. First, the target steering angle rate and the current actual steering angle rate are obtained and calculated. Next, these two values ​​are input into the PI-DE control algorithm, which calculates a control signal. This control signal is then input into the dry multi-plate clutch drive mechanism. Based on this control signal, the dry multi-plate clutch drive mechanism adjusts the engagement degree of the internal friction plates. After adjusting the dry multi-plate clutch, a new actual steering angle rate is obtained. This new actual value is acquired from the adjusted vehicle motion using sensors. The new actual steering angle rate (i.e., the current actual steering angle rate) and the target steering angle rate are then input back into the PI-DE control algorithm for the next round of adjustment. This process is repeated until the actual steering angle rate is sufficiently close to the target value. This enables precise steering control, improving vehicle stability and safety.

[0154] In this embodiment of the invention, electronic devices or main control devices can be divided into functional modules according to the above method examples. For example, each function can be divided into its own functional modules, or two or more functions can be integrated into one processing unit. The integrated unit can be implemented in hardware or as a software functional module. It should be noted that the module division in this embodiment of the invention is illustrative and only represents one logical functional division; other division methods may be used in actual implementation.

[0155] In the aforementioned specific implementation, each module can be implemented as a processor, which can execute computer execution instructions stored in memory, thereby enabling the processor to perform the control method described above.

[0156] Figure 13 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Figure 13 As shown, the electronic device 13 includes at least one processor 131 and a memory 132. The electronic device 13 also includes a communication component 133. The processor 131, the memory 132, and the communication component 133 are connected via a bus 134.

[0157] In the specific implementation process, at least one processor 131 executes computer execution instructions stored in memory 132, causing at least one processor 131 to execute the control method executed on the electronic device side as described above.

[0158] The specific implementation process of processor 131 can be found in the above method embodiments, and its implementation principle and technical effect are similar. It will not be repeated here.

[0159] In the above embodiments, it should be understood that the processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in this invention can be directly implemented by a hardware processor, or implemented by a combination of hardware and software modules within the processor.

[0160] The memory may include high-speed RAM, and may also include non-volatile storage (NVM), such as at least one disk storage.

[0161] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of illustration, the buses shown in the accompanying drawings are not limited to a single bus or a single type of bus.

[0162] The above description of the functions implemented by electronic devices and main control devices has introduced the solutions provided by the embodiments of the present invention. It is understood that, in order to implement the above functions, the electronic device or main control device includes hardware structures and / or software modules corresponding to the execution of each function. By combining the units and algorithm steps of the various examples described in the embodiments of the present invention, the embodiments of the present invention can be implemented in hardware or a combination of hardware and computer software. Whether a function is executed by hardware or by computer software driving hardware depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of the technical solutions of the embodiments of the present invention.

[0163] Figure 14 This is a schematic diagram of the electronic architecture of a car model provided in one embodiment of this application. Figure 14 As shown in the diagram, the drive-by-wire system sends the accelerator pedal opening signal to the CAN bus; the brake-by-wire system sends the vehicle speed signal, brake pedal opening signal, lateral acceleration signal, and longitudinal acceleration signal to the CAN bus; the advanced driver assistance system sends the current vehicle's distance to the vehicle in front, the current vehicle's lane keeping probability signal, and the road curvature radius signal to the CAN bus; the steering column angle sensor sends the steering column angle and its rate to the CAN bus; and the steering-by-wire system sends the lower steering column angle and its rate to the CAN bus. The control system obtains the necessary signals from the CAN bus, processes the obtained signals, and then controls the dry multi-plate clutch drive mechanism to operate.

[0164] This application also provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, implement the control method described above.

[0165] The aforementioned computer-readable storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. The readable storage medium can be any available medium accessible to a general-purpose or special-purpose computer.

[0166] An exemplary readable storage medium is coupled to a processor, enabling the processor to read information from and write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can reside in an Application Specific Integrated Circuit (ASIC). Alternatively, the processor and the readable storage medium can exist as discrete components in an electronic device or a host device.

[0167] This application also provides a computer program product, comprising: a computer program stored in a readable storage medium, wherein at least one processor of an electronic device can read the computer program from the readable storage medium, and the at least one processor executes the computer program to cause the electronic device to perform the scheme provided in any of the above embodiments.

[0168] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0169] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A vehicle control method based on a steering system, characterized by, Applied to a control system, wherein the steering system includes a steering wheel, a connecting device, and a steering output device; then the method includes: The system monitors the vehicle's driving mode. After confirming that the vehicle's driving mode is automatic driving mode, it obtains the steering wheel rotation rate of the steering system and, based on the steering wheel rotation rate, determines whether the vehicle currently in automatic driving mode needs to exit automatic driving mode. If it is confirmed that the vehicle does not need to exit the autonomous driving mode, the connection status of the steering wheel and the steering output device is set to a disconnected state by adjusting and controlling the connection device. Based on the separation state of the steering wheel and the steering output device, the rotation control command output by the automatic driving mode is acquired and sent to the steering output device, so that the steering output device can control the vehicle according to the rotation control command output by the automatic driving mode. The vehicle's driving mode is monitored. After confirming that the vehicle's driving mode is a non-autonomous driving mode, the operating mode of the vehicle's steering system in the non-autonomous driving mode is confirmed and set. The operating modes of the steering system include full power steering mode, partial power steering mode, and no power steering mode. If it is determined that the vehicle needs to exit autonomous driving mode, the steering system is set to partial power assist mode.

2. The method according to claim 1, characterized in that, The step of determining whether a vehicle currently in autonomous driving mode needs to exit autonomous driving mode based on the angular rate of steering wheel rotation includes: Based on the steering wheel rotation rate, a preset clustering algorithm is used to determine whether the vehicle currently in autonomous driving mode needs to exit autonomous driving mode; wherein, the preset clustering algorithm is trained based on the driving habits of the current driver of the vehicle.

3. The method according to claim 1, characterized in that, Setting the aforementioned assist modes includes: By adjusting the control of the connection device, the connection state between the steering wheel and the steering output device is adjusted so that the output device receives the initial torque generated by the rotation of the steering wheel; The steering wheel's angular rate is obtained. Based on the steering wheel's angular rate and the initial torque received by the steering output device, the steering control command is obtained and sent to the steering output device. This enables the steering output device to generate assist torque according to the steering control command, thus enabling the initial torque and the assist torque to jointly control the vehicle.

4. The method according to claim 3, characterized in that, Based on the rotation of the steering wheel, the initial torque received by the steering output device is generated, including: The output angular rate of the steering wheel and the input angular rate of the steering output device are obtained, and the actual difference between the angular rates of the steering wheel and the steering output device is calculated based on the output angular rate of the steering wheel and the input angular rate of the steering output device. The vehicle's driving status information and driving environment information are obtained. Based on the output angular rate of the steering wheel, the input angular rate of the steering output device, the vehicle's driving status information, and the vehicle's driving environment information, a trained neural network is used to calculate and obtain the target difference between the angular rates of the steering wheel and the steering output device. Based on the actual difference in angular rate between the steering wheel and the steering output device and the target difference in angular rate, a preset control algorithm is used to adjust the torque transmission ratio between the steering wheel and the steering output device by adjusting the engagement degree of multiple friction plates built into the connecting device, so as to achieve that the initial torque received by the output device is part of the torque generated by the rotation of the steering wheel.

5. The method according to claim 1, characterized in that, Setting the full-assist mode includes: Adjust the connection device to separate the steering wheel and the steering output device; Based on the adjustment of the connection state between the steering wheel and the steering output device to a disconnected state, the steering angle rate of the steering wheel is obtained, and a rotation control command is generated according to the steering angle rate; The rotation control command is sent to the steering output device so that the steering output device can control the vehicle according to the rotation control command.

6. The method according to claim 1, characterized in that, Setting the no-help mode includes: If the steering system operates in a no-power-assist mode, the connection between the steering wheel and the steering output device is locked by adjusting the control device, so that the torque generated by the steering wheel rotation can directly control the vehicle.

7. The method according to claim 1, characterized in that, The method further includes: The system monitors the connection device and steering output device in real time, and after diagnosing and confirming that the connection device and / or steering output device are faulty, it sends a connection device lockup warning message to the human-machine interface.

8. A control system, characterized in that, include: The driving status determination module is used to obtain the steering wheel rotation rate of the steering system after confirming that the vehicle's driving mode is autonomous driving mode, and to determine whether the vehicle currently in autonomous driving mode needs to exit autonomous driving mode based on the steering wheel rotation rate. The connection status adjustment module is used to set the connection status of the steering wheel and the steering output device to a disconnected state by adjusting the control connection device if it is confirmed that the vehicle does not need to exit the autonomous driving mode. The driving execution control module is used to acquire and send the rotation control command output by the automatic driving mode to the steering output device based on the separation state of the steering wheel and the steering output device, so as to enable the steering output device to control the vehicle according to the rotation control command output by the automatic driving mode. The driving status determination module is also used to confirm and set the working mode of the steering system of the vehicle in the non-autonomous driving mode after confirming that the driving mode of the vehicle is a non-autonomous driving mode; wherein, the working mode of the steering system includes a fully assisted mode, a partially assisted mode and a no-assist mode. The connection status adjustment module is also used to set the steering system's operating mode to partial power assist mode if it is confirmed that the vehicle needs to exit the autonomous driving mode.

9. An electronic device, characterized in that, include: A processor, and a memory communicatively connected to the processor; The memory stores computer-executed instructions; The processor executes computer execution instructions stored in the memory to implement the method as described in any one of claims 1 to 7.

10. A vehicle, characterized in that, include: A steering system and control system, the steering system including a steering wheel, a connecting device, and a steering output device; wherein, one end of the connecting device is connected to the output end of the steering wheel, and the other end is connected to the input end of the steering output device; The control system is used to perform the method as described in any one of claims 1 to 7.

11. The vehicle according to claim 10, characterized in that, The vehicle also includes an angle sensor, which is mounted on the steering wheel output end; The control system is specifically used for: The angle sensor acquires the angular rate of the steering wheel rotation, and based on the angular rate of the steering wheel rotation, a preset clustering algorithm is used to determine whether the vehicle currently in autonomous driving mode needs to exit autonomous driving mode; wherein, the preset clustering algorithm is trained based on the driving habits of the current driver of the vehicle.

12. The vehicle according to claim 11, characterized in that, The angle sensor is also installed at the input end of the steering output device; The control system is specifically used for: The output angular rate of the steering wheel and the input angular rate of the steering output device are acquired by the angle sensor, and the actual difference between the angular rates of the steering wheel and the steering output device is calculated based on the output angular rate of the steering wheel and the input angular rate of the steering output device.

13. The vehicle according to claim 10, characterized in that, The connecting device includes an upper column, a dry multi-plate clutch, and a lower column; wherein, the steering wheel output end is connected to the driving mechanism of the dry multi-plate clutch through the upper column, and the steering output device input end is connected to the driven mechanism of the dry multi-plate clutch through the lower column; multiple friction plates are alternately arranged on the adjacent surfaces of the driving mechanism and the driven mechanism of the dry multi-plate clutch. The control system is specifically used for: Based on the actual difference in angular rate between the steering wheel and the steering output device and the target difference in angular rate, a preset control algorithm is used to adjust the engagement degree of multiple friction plates on adjacent surfaces of the active and passive mechanisms of the dry multi-plate clutch, thereby adjusting the torque transmission ratio between the steering wheel and the steering output device so that the initial torque received by the output device is a portion of the torque generated by the rotation of the steering wheel.

14. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, are used to implement the method as described in any one of claims 1 to 7.

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