Steering wheel aligning method and device, vehicle and storage medium

Abstract

The invention provides a steering wheel aligning method and device, a vehicle and a storage medium, and relates to the technical field of vehicles. The method comprises the steps that when a preset aligning condition is met, the current initial angle of a steering wheel is obtained, and the steering wheel is controlled to rotate to a target angle; the current holding torque when the steering wheel is controlled to be at the target angle is obtained, and the theoretical rebound angle of the steering wheel is determined based on the current holding torque; after the steering wheel is controlled on the basis of the maximum value between the theoretical rebound angle and the target angle, the torque control of the steering wheel is released. According to the method, the current actual working condition can be mastered on the basis of the current holding torque, then the theoretical springback angle is estimated in advance, the returning of the steering wheel is reasonably controlled in combination with the maximum value between the theoretical springback angle and the target angle, the returning precision is improved, and meanwhile reliable returning control can be achieved even under the complex working condition.

Description

Technical Field

[0001] The present invention relates to the field of vehicle technology, and in particular to a steering wheel return method, device, vehicle and storage medium. Background Art

[0002] During the parking process, torque is usually applied to control the steering wheel to return to the center position, so as to ensure that the tires are in the proper position when the vehicle is started next time, so as to facilitate safe driving. However, in actual operation, it is often the case that the steering wheel cannot be completely returned to the center position after the torque control is released, which brings many inconveniences and safety hazards to the next start of the vehicle.

[0003] The current method of controlling the steering wheel to return to the center position has obvious limitations (such as pre-setting a return adjustment angle). In the various complex scenarios faced by actual vehicle operation, this single control method cannot adapt to changes in different working conditions, making it difficult to ensure the reliability of the steering wheel return to the center position. Summary of the invention

[0004] The problem solved by the invention is how to improve the reliability of steering wheel returning to center.

[0005] In order to solve the above problems, the present invention provides a steering wheel return method, comprising:

[0006] When a preset return condition is met, the current initial angle of the steering wheel is obtained, and the steering wheel is controlled to rotate to a target angle; wherein the target angle is determined based on a minimum return rebound angle pre-associated with the current initial angle and is opposite to the direction of the current initial angle;

[0007] acquiring a current holding torque when controlling the steering wheel to be at the target angle, and determining a theoretical rebound angle of the steering wheel based on the current holding torque;

[0008] After the steering wheel is controlled based on the maximum value between the theoretical rebound angle and the target angle, the torque control on the steering wheel is released.

[0009] Optionally, before controlling the steering wheel to rotate to a target angle, the method further includes:

[0010] Obtain a preset initial angle that matches the current initial angle, and obtain the minimum return-to-rebound angle based on the preset initial angle; wherein the preset initial angle is pre-associated with at least one return-to-rebound angle; and the minimum return-to-rebound angle includes the sum of the minimum value of the return-to-rebound angle and a preset allowable deviation value.

[0011] Optionally, determining the theoretical rebound angle of the steering wheel based on the current holding torque includes:

[0012] Determining a rotation angle corresponding to the steering wheel according to the current initial angle and the target angle;

[0013] The theoretical rebound angle is determined based on the current holding torque and the rotation angle, including obtaining historical operating conditions that match the current holding torque and the rotation angle, and obtaining the theoretical rebound angle based on historical rebound angles pre-associated with the historical operating conditions; wherein the historical operating conditions include historical holding torques that match the current holding torque, and a preset rotation angle that matches the rotation angle.

[0014] Optionally, after determining the theoretical rebound angle based on the current holding torque and the rotation angle, the method further includes:

[0015] A compensation angle pre-associated with the historical working condition is obtained, and the theoretical rebound angle is compensated based on the compensation angle.

[0016] Optionally, after compensating the theoretical rebound angle based on the compensation angle, the method further includes:

[0017] When the acquired current free angle of the steering wheel is greater than a preset angle threshold, the compensation angle is corrected based on the current free angle; wherein the current free angle includes the free angle corresponding to the steering wheel after the torque control on the steering wheel is released when the preset return condition is met.

[0018] Optionally, after controlling the steering wheel based on the maximum value between the theoretical rebound angle and the target angle, releasing the torque control on the steering wheel includes:

[0019] When the theoretical rebound angle is less than or equal to the absolute value of the target angle, releasing the torque control on the steering wheel;

[0020] When the theoretical rebound angle is greater than the absolute value of the target angle, the steering wheel is controlled to rotate along the direction of the target angle to an angle corresponding to the theoretical rebound angle, and then the torque control on the steering wheel is released.

[0021] Optionally, the preset return-to-center condition includes detecting a preset return-to-center request and the acquired current vehicle speed is zero; wherein, detecting the preset return-to-center request includes detecting that a parking function is activated.

[0022] In the present invention, judging whether the preset return condition is met is conducive to accurately identifying whether there is a need to return the steering wheel to the center, thereby improving the reliability of the timing of the steering wheel return control. When the preset return condition is met, obtaining the current initial angle of the steering wheel is conducive to providing a reliable reference basis for the subsequent return control of the steering wheel. Since the target angle in the present invention is determined based on the minimum return rebound angle pre-associated with the current initial angle, and is opposite to the direction of the current initial angle, after the steering wheel is controlled to rotate from the current initial angle to the reverse target angle, even if the steering wheel is finally affected by the elastic deformation recovery of the wheel and rebounds to a certain angle, since the steering wheel is reasonably overshot compared to the return position in advance, the steering wheel after the torque control is released can be as close to the return position as possible, thereby improving the reliability of the steering wheel return. On this basis, the present invention is conducive to indirectly grasping the current road characteristics and improving the accuracy of the theoretical rebound angle prediction by obtaining the current holding torque when the steering wheel is at the target angle, thereby being able to predict in advance the corresponding angle rebound of the steering wheel if the torque control of the steering wheel is released after the steering wheel rotates to the target angle under the current working conditions, providing an effective reference basis for the subsequent return control of the steering wheel. On this basis, the present invention controls the steering wheel based on the maximum value between the theoretical rebound angle and the target angle. Among them, the size relationship between the theoretical rebound angle and the target angle is conducive to predicting the deviation between the final position of the steering wheel and the return position after the torque control is released, and then prejudging the return effect in advance. On the one hand, when the theoretical rebound angle is greater than the target angle, controlling the steering wheel based on the theoretical rebound angle is conducive to avoiding the return deviation caused by insufficient rotation. On the other hand, when the target angle is greater than the theoretical rebound angle, it indicates that there may be an over-rotation situation. And because the target angle is determined based on the minimum return rebound angle corresponding to the current initial angle, the probability of over-rotation can be effectively reduced. Even if there may be a certain over-rotation situation at present, the target angle determined based on the minimum return rebound angle can also effectively ensure that the final position of the steering wheel will not have a large deviation from the return position. In this way, the present invention determines the target angle by the minimum return rebound angle, estimates the theoretical rebound angle in advance based on the current holding torque, and combines the maximum value between the theoretical rebound angle and the target angle to reasonably control the return of the steering wheel. While comprehensively improving the steering wheel return accuracy and efficiency, flexible and reliable steering wheel return control can be achieved even in the face of different current working conditions, which is conducive to actively adapting to the complex working condition changes faced by the vehicle during actual use.

[0023] The present invention also provides a steering wheel return device, comprising:

[0024] A rotation module, which is used to obtain the current initial angle of the steering wheel when a preset return condition is met, and control the steering wheel to rotate to a target angle; wherein the target angle is determined based on a minimum return rebound angle pre-associated with the current initial angle and is opposite to the direction of the current initial angle;

[0025] a determination module, configured to obtain a current holding torque when the steering wheel is controlled to be at the target angle, and determine a theoretical rebound angle of the steering wheel based on the current holding torque;

[0026] A control module is used to release the torque control of the steering wheel after controlling the steering wheel based on the maximum value between the theoretical rebound angle and the target angle.

[0027] The advantages of the steering wheel returning device provided by the present invention and the steering wheel returning method are basically the same as those of the prior art, which will not be described in detail here.

[0028] The present invention also provides a vehicle, comprising a memory and a processor;

[0029] The memory is used to store computer programs;

[0030] The processor is used to implement the steering wheel returning method as described above when executing the computer program.

[0031] The advantages of the vehicle provided by the present invention and the steering wheel return method compared to the prior art are basically the same, and will not be repeated here.

[0032] The present invention also provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the steering wheel returning method as described above is implemented.

[0033] The advantages of the computer-readable storage medium provided by the present invention and the steering wheel return method are basically the same as those of the prior art, and will not be elaborated here. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] Figure 1 A schematic diagram of a flow chart of a steering wheel return method according to an embodiment of the present invention;

[0035] Figure 2 A schematic diagram of the direction corresponding to the angle of the steering wheel according to an embodiment of the present invention;

[0036] Figure 3 A first MAP corresponding to the target angle of an embodiment of the present invention;

[0037] Figure 4 A second MAP diagram corresponding to the theoretical holding torque of an embodiment of the present invention;

[0038] Figure 5 A third MAP corresponding to the compensation angle of the embodiment of the present invention;

[0039] Figure 6 A schematic flow chart of a steering wheel return method according to another embodiment of the present invention;

[0040] Figure 7 A schematic diagram of a steering wheel angle change according to an embodiment of the present invention;

[0041] Figure 8 It is a structural schematic diagram of a steering wheel return device according to an embodiment of the present invention;

[0042] Fig. 9 Schematic diagram of the structure of a vehicle according to an embodiment of the present invention. DETAILED DESCRIPTION

[0043] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, the specific embodiments of the present invention are described in detail below in conjunction with the accompanying drawings. Although certain embodiments of the present invention are shown in the accompanying drawings, it should be understood that the present invention can be implemented in various forms and should not be interpreted as being limited to the embodiments described herein. On the contrary, these embodiments are provided to provide a more thorough and complete understanding of the present invention. It should be understood that the drawings and embodiments of the present invention are only for exemplary purposes and are not intended to limit the scope of protection of the present invention.

[0044] It should be understood that the various steps described in the method embodiments of the present invention may be performed in different orders and / or in parallel. In addition, the method embodiments may include additional steps and / or omit the steps shown. The scope of the present invention is not limited in this respect.

[0045] The term "including" and its variations used in this document are open inclusions, that is, "including but not limited to". The term "based on" means "based at least in part on". The term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least one other embodiment"; the term "some embodiments" means "at least some embodiments"; the term "optionally" means "optional embodiments". Relevant definitions of other terms will be given in the following description. It should be noted that the concepts of "first", "second", etc. mentioned in the present invention are only used to distinguish different devices, modules or units, and are not used to limit the order or interdependence of the functions performed by these devices, modules or units.

[0046] It should be noted that the modifications of "one" and "plurality" mentioned in the present invention are illustrative rather than restrictive, and those skilled in the art should understand that, unless otherwise clearly indicated in the context, it should be understood as "one or more".

[0047] In view of the problems existing in the above-mentioned related technologies, the present embodiment provides a steering wheel return method, device, vehicle and storage medium.

[0048] like Figure 1 As shown, a steering wheel return method provided by an embodiment of the present invention includes:

[0049] S1: When the preset return condition is met, the current initial angle of the steering wheel is obtained, and the steering wheel is controlled to rotate to a target angle; wherein the target angle is determined based on a minimum return rebound angle pre-associated with the current initial angle, and is opposite to the direction of the current initial angle.

[0050] Specifically, in this embodiment, the current operation information of the vehicle (such as interaction information, etc.) can be obtained to determine whether the preset return condition is currently met, and then determine whether the steering wheel needs to be returned. For example, the driver can generate a return request by operating a physical button, screen interaction, issuing a specific voice command, etc. On this basis, it can be determined whether the preset return condition is met by judging whether the return request is detected. When the current operation information meets the preset return condition, the current angle of the steering wheel can be obtained to obtain the current initial angle.

[0051] In one embodiment, for a vehicle, if the steering wheel is not in the return position when the vehicle speed is zero, even if torque is applied to the steering mechanism of the steering wheel to control the steering wheel to rotate to the return position, after the torque control of the steering wheel is released, due to the certain elastic deformation of the wheel during the rotation process, after the torque control of the steering wheel is released, the steering wheel will rebound a certain angle following the recovery of the elastic deformation of the wheel. As a result, the next time the vehicle is started, neither the wheel nor the steering wheel can be in the center position (such as the final positions of the wheel and the steering wheel are both tilted a certain angle relative to the return position). Therefore, the minimum return rebound angle referred to in this embodiment can represent the angle change of the steering wheel after the torque control of the steering wheel is released after the steering wheel is controlled to rotate from the current initial angle to the return position. The schematic diagram of the direction corresponding to the angle of the steering wheel in this embodiment is shown as follows. Figure 2 As shown in the figure, assuming that the wheel axis is perpendicular to the cross section of the vehicle, the position of the wheel and the corresponding steering wheel is set to the return position of the two. Then in the coordinate system XOY, the wheel axis and Figure 2 The position where the positive directions of the Y-axes are perpendicular to each other is taken as the return position, at which time the steering wheel angle can be set to 0°. Figure 2The positive direction of the middle X-axis is set to the positive direction of the steering wheel angle, that is, after the steering wheel rotates clockwise from the return position, the corresponding angle direction is positive. The negative direction of the X-axis is set to the negative direction of the steering wheel angle, that is, after the steering wheel rotates counterclockwise from the return position, the corresponding steering wheel angle direction is negative. Taking the current initial angle of 60° as an example, the return-to-center rebound angle of the steering wheel is the angle (such as 30°) at which the steering wheel rebounds clockwise after a period of time under the influence of the elastic deformation recovery of the wheel after the steering wheel is rotated counterclockwise from 60° to the return position (i.e. 0°) and the torque control of the steering wheel is released. On this basis, even when facing the same current initial angle, due to the different road characteristics of the vehicle, the corresponding return-to-center rebound angles are usually different. The minimum value of multiple return-to-center rebound angles can be selected to obtain the minimum return-to-center rebound angle of this embodiment.

[0052] In one embodiment, after determining the target angle based on the minimum return-to-positive rebound angle pre-associated with the current initial angle, the steering wheel can be controlled to rotate to the target angle. For example, assuming that the current initial angle is 60° in the positive direction and the corresponding minimum return-to-positive rebound angle is 30°, the size of the target angle can be determined based on the size of the minimum return-to-positive rebound angle. On this basis, since the target angle is in the opposite direction to the current initial angle, it can be determined that the target angle in this embodiment can be negative 30°. Then the steering wheel is controlled to rotate counterclockwise from the positive 60° until it reaches the negative 30°.

[0053] In this embodiment, judging whether the preset return condition is met is conducive to accurately identifying whether there is a need to return the steering wheel to the center, thereby improving the reliability of the timing of the steering wheel return control. When the preset return condition is met, obtaining the current initial angle of the steering wheel is conducive to providing a reliable reference basis for the subsequent return control of the steering wheel. Since the target angle in this embodiment is determined based on the minimum return rebound angle pre-associated with the current initial angle, and is opposite to the direction of the current initial angle, after the steering wheel is controlled to rotate from the current initial angle to the reverse target angle, even if the steering wheel is eventually affected by the recovery of the elastic deformation of the wheel and rebounds to a certain angle, since the steering wheel is reasonably over-adjusted compared to the return position in advance, the steering wheel after the torque control is released can be as close to the return position as possible, thereby improving the reliability of the steering wheel return.

[0054] S2: Obtaining a current holding torque when the steering wheel is at a target angle, and determining a theoretical rebound angle of the steering wheel based on the current holding torque.

[0055] Specifically, the current holding torque referred to in this embodiment means the torque applied to the steering wheel steering mechanism when the steering wheel is controlled to rotate from the current initial angle to the target angle and the steering wheel is maintained at the target angle. The theoretical rebound angle referred to in this embodiment means the angle at which the steering wheel can theoretically rebound after the torque control of the steering wheel is released (i.e., the torque control of the steering wheel steering mechanism is released). The theoretical rebound angle of the steering wheel can be determined based on the current holding torque, and then the angle at which the steering wheel can actually rebound can be estimated under the current working condition if the torque control of the steering wheel is released.

[0056] Optionally, in this embodiment, obtaining the current holding torque when the steering wheel is at the target angle includes: when the steering wheel rotates to the target angle and the time at the target angle is greater than a preset time (such as 1.5s), obtaining the current torque of the steering wheel to obtain the current holding torque. In this embodiment, the current torque is obtained after the steering wheel is stabilized at the target angle for a period of time, which is conducive to improving the accuracy and reliability of the current holding torque.

[0057] In one embodiment, when a vehicle rotates from the same current initial angle to the target angle under different working conditions (such as different road surface characteristics), the current holding torque required to control the steering wheel to be at the target angle is usually different. Therefore, the magnitude of the current holding torque in this embodiment can reflect the road surface characteristics (such as the magnitude of the friction coefficient) or the degree of elastic deformation of the wheel to a certain extent, thereby affecting the angle at which the steering wheel can actually rebound. Based on the current holding torque, the actual rebound angle of the steering wheel can be estimated if the torque control of the steering wheel is released. For example, the vehicle can be pre-controlled to rotate from a preset initial angle to a corresponding preset target angle on a road surface with different friction coefficients, and the historical holding torque required for each can be recorded. On this basis, after the torque control of the steering wheel is released, the corresponding rebound angle of the steering wheel can be measured, and associated with the corresponding historical holding torque, the preset initial angle and the preset target angle, etc., to construct a first database. On this basis, the preset initial model can be trained based on the first database (such as a neural network model, a fitting function, etc.) to obtain an estimation model for the theoretical rebound angle. In actual use, the current initial angle, target angle and current holding torque can be input into the prediction model, and the output result of the prediction model can be used as the theoretical rebound angle.

[0058] In this embodiment, even when the current initial angle and the target angle are the same, the current holding torque corresponding to the vehicle on different road surface characteristics is usually different. This embodiment helps to grasp the current road surface characteristics and improve the accuracy of the theoretical rebound angle by obtaining the current holding torque when the steering wheel is controlled to be at the target angle. It can then be estimated in advance that under the current road surface characteristics, after the steering wheel is controlled to rotate to the target angle, if the torque control of the steering wheel is released, the corresponding angle change of the steering wheel provides an effective reference for whether to adjust the steering wheel angle later.

[0059] S3: After controlling the steering wheel based on the maximum value between the theoretical rebound angle and the target angle, the torque control on the steering wheel is released.

[0060] Specifically, in this embodiment, the steering wheel can be controlled based on the maximum value between the theoretical rebound angle and the target angle, wherein the maximum value can be determined based on the angle size between the theoretical rebound angle and the target angle without considering the direction of the angle. For example, assuming that the theoretical rebound angle is 35° and the target angle is negative 25°. This means that after the steering wheel is rotated to the target angle, if the torque control of the steering wheel is released, under the influence of the elastic deformation recovery of the wheel, the wheel is expected to drive the steering wheel to rebound by about 35°. It can be estimated that the angle between the final actual position of the steering wheel and the return position is about 10° and is in the direction of the current initial angle (i.e., the positive direction), indicating that there is a high possibility that the steering wheel is not rotated enough. At this time, the steering wheel can be controlled based on the theoretical rebound angle, for example, the steering wheel is controlled to continue to rotate the first deviation angle in the direction of the target angle (i.e., the reverse direction), wherein the first deviation angle can be the difference between the theoretical rebound angle and the target angle.

[0061] And assuming that the theoretical rebound angle is 30°, and the target angle is negative 32°, it means that after the steering wheel is rotated to the target angle, if the torque control of the steering wheel is released, under the influence of the recovery of the elastic deformation of the wheel, the wheel is expected to drive the steering wheel to rebound by about 30°, and it can be estimated that the angle between the final actual position of the steering wheel and the return position is about 2° and is in the opposite direction (i.e., negative) of the current initial angle, indicating that there may be a situation where the steering wheel is over-rotated. At this time, the steering wheel can be controlled based on the target angle. For example, the steering wheel is controlled to rotate a second deviation angle in the direction of the current initial angle, wherein the second deviation angle can be the difference between the target angle and the theoretical rebound angle. Preferably, since the target angle in this embodiment is determined based on the minimum return rebound angle pre-associated with the current initial angle, the probability of the steering wheel being over-rotated is extremely low. Even if there is a situation of over-rotation, the corresponding overshoot will be very small, so when the target angle is greater than the theoretical rebound angle, the torque control of the steering wheel can be directly released.

[0062] In this embodiment, judging whether the preset return condition is met is conducive to accurately identifying whether there is a need to return the steering wheel to the center, thereby improving the reliability of the timing of the steering wheel return control. When the preset return condition is met, obtaining the current initial angle of the steering wheel is conducive to providing a reliable reference basis for the subsequent return control of the steering wheel. Since the target angle in this embodiment is determined based on the minimum return rebound angle pre-associated with the current initial angle, and is opposite to the direction of the current initial angle, after the steering wheel is controlled to rotate from the current initial angle to the reverse target angle, even if the steering wheel is eventually affected by the recovery of the elastic deformation of the wheel and rebounds to a certain angle, since the steering wheel is reasonably over-adjusted compared to the return position in advance, the steering wheel after the torque control is released can be as close to the return position as possible, thereby improving the reliability of the steering wheel return. On this basis, this embodiment, by obtaining the current holding torque when the steering wheel is controlled at the target angle, is conducive to indirectly grasping the current road characteristics, improving the accuracy of the theoretical rebound angle prediction, and then being able to predict in advance the angle rebound of the steering wheel if the torque control of the steering wheel is released after the steering wheel rotates to the target angle under the current working condition, providing an effective reference basis for the subsequent steering wheel return control. On this basis, this embodiment controls the steering wheel based on the maximum value between the theoretical rebound angle and the target angle. Among them, the magnitude relationship between the theoretical rebound angle and the target angle is conducive to predicting the deviation between the final position of the steering wheel and the return position after the torque control is released, and then predicting the return effect in advance. On the one hand, when the theoretical rebound angle is greater than the target angle, controlling the steering wheel based on the theoretical rebound angle is conducive to avoiding the return deviation caused by insufficient rotation. On the other hand, when the target angle is greater than the theoretical rebound angle, it indicates that there may be an over-rotation situation. Since the target angle is determined based on the minimum return rebound angle corresponding to the current initial angle, the probability of over-rotation can be effectively reduced. Even if there may be a certain amount of over-rotation at present, the target angle determined based on the minimum return-to-center rebound angle can effectively ensure that the final position of the steering wheel will not deviate significantly from the return-to-center position. In this way, in this embodiment, the target angle is determined by the minimum return-to-center rebound angle, the theoretical rebound angle is estimated in advance based on the current holding torque, and the maximum value between the theoretical rebound angle and the target angle is combined to reasonably control the return of the steering wheel. While comprehensively improving the steering wheel return accuracy and return efficiency, even in the face of different current working conditions, flexible and reliable steering wheel return control can be achieved, which is conducive to actively adapting to the complex working condition changes faced by the vehicle during actual use.

[0063] Optionally, before controlling the steering wheel to rotate to the target angle, the method further includes:

[0064] A preset initial angle matching the current initial angle is obtained, and a minimum return-to-rebound angle is obtained based on the preset initial angle; wherein the preset initial angle is pre-associated with at least one return-to-rebound angle; and the minimum return-to-rebound angle includes the sum of the minimum return-to-rebound angle and a preset allowable deviation value.

[0065] Specifically, the preset initial angle matching the current initial angle in this embodiment may represent a preset initial angle whose deviation from the current initial angle is less than a preset value (such as ±1°). For example, if the current initial angle is 25.4°, the preset initial angle matching it may be 25°, which ensures the accuracy of the return to the original position and helps to reduce the pressure of data storage. In this embodiment, each preset initial angle may be pre-associated with at least one return to the original position rebound angle. For example, multiple preset initial angles may be set in advance according to the steering wheel angle range (such as a preset initial angle obtained by increasing or decreasing by 1° from 0°). On this basis, in this embodiment, a return to the original position rebound angle may correspond to the return to the original position rebound angle obtained by testing under a historical road surface characteristic. The minimum value of the return to the original position rebound angle may be obtained, and the minimum return to the original position rebound angle may be obtained by adding a preset allowable deviation (such as ±5°) to the minimum value of the return to the original position rebound angle.

[0066] In one embodiment, each preset initial angle can be associated with its corresponding minimum return springback angle and the sum of the preset allowable deviation to obtain a second database, and then a first MAP corresponding to the target angle can be constructed based on the second database (e.g. Figure 3 shown), Figure 3 Only part of the data in the first MAP is shown (the rest is indicated by ellipsis). Figure 3 In which R1 represents the preset initial angle, and R2 represents the target angle corresponding to the preset initial angle (i.e., the sum of a minimum positive rebound angle and a preset allowable deviation). Assuming that the current initial angle is 359.5° in actual use, a preset initial angle matching it, such as positive 360°, can be obtained. On this basis, R2 corresponding to the preset initial angle in the first MAP map is obtained, and the size of the target angle is 45°. Since the target angle is opposite to the direction of the current initial angle, the final target angle can be determined to be negative 45°. Preferably, when constructing the first MAP map, the directions corresponding to R1 and R2 can be integrated, such as setting the positive angle to a positive value and the negative angle to a negative value. For example, R1 is 360°, and its corresponding R2 is -45°. In this way, the size and direction of the corresponding target angle can be quickly determined directly based on the size and direction of the current initial angle, which is conducive to improving the generation efficiency of the target angle. Optionally, a curve or fitting function between R1 and R2 can also be constructed based on the second database. In actual use, the current initial angle can be input into the corresponding curve or fitting function to obtain the corresponding target angle.

[0067] In this embodiment, a preset initial angle matching the current initial angle is obtained, and the minimum return-to-center rebound angle is obtained based on the preset initial angle, which is conducive to improving the accuracy of the minimum return-to-center rebound angle. At the same time, the minimum return-to-center rebound angle also takes into account the preset allowable deviation. When the absolute value of the target angle is less than or equal to the theoretical rebound angle, the target angle is conducive to ensuring that after the torque control of the steering wheel is released, the deviation between the final position of the steering wheel and the return position is within the preset allowable deviation. While improving the reliability of the steering wheel return, it is also conducive to further improving the return efficiency and avoiding unnecessary operations.

[0068] Optionally, determining a theoretical rebound angle of the steering wheel based on the current holding torque includes:

[0069] According to the current initial angle and target angle, determine the corresponding rotation angle of the steering wheel;

[0070] A theoretical rebound angle is determined based on the current holding torque and the rotation angle, including obtaining historical operating conditions that match the current holding torque and the rotation angle, and obtaining the theoretical rebound angle based on the historical rebound angle pre-associated with the historical operating conditions; wherein the historical operating conditions include the historical holding torque that matches the current holding torque, and the preset rotation angle that matches the rotation angle.

[0071] Specifically, the rotation angle referred to in this embodiment represents the size of the rotation angle required to control the steering wheel from the current initial angle to the target angle. For example, assuming that the current initial angle is 30° in the positive direction and the target angle is 20° in the negative direction, the rotation angle is 50°. For a vehicle, even if it has experienced the same rotation angle, after reaching the final target angle, the current holding torque required to maintain the steering wheel at the target angle is different on different road surface characteristics, and the steering wheel rebounds differently after the torque control is released. For example, the greater the current road surface friction coefficient, the greater the elastic deformation recovery tendency of the wheel, the higher the corresponding current holding torque required, and the larger the final rebound angle of the steering wheel after the torque control is released. Correspondingly, even on the same road surface characteristics, the current holding torque required to control the steering wheel to rotate to different angles is also different, and the final rebound angle of the steering wheel after the torque control is released is also different. Therefore, the current holding torque and rotation angle of this embodiment can reflect how much the vehicle rotates on which road surface characteristics, which is conducive to reflecting the current actual operating conditions. On this basis, the theoretical rebound angle can be determined based on the current holding torque and rotation angle.

[0072] Optionally, obtaining a historical operating condition that matches the current holding torque and rotation angle, and obtaining a theoretical rebound angle based on a historical rebound angle pre-associated with the historical operating condition may include:

[0073] Obtaining a preset rotation angle that matches the rotation angle (e.g., a preset selected rotation angle that deviates from the rotation angle by less than 10°), and at least one historical holding torque pre-associated with the preset rotation angle; wherein a historical holding torque includes a holding torque required to control the steering wheel to rotate to a preset target angle according to the preset rotation angle and be at the preset target angle under a preset road surface characteristic;

[0074] The historical operating condition is obtained based on the operating condition pre-associated with the reference holding torque and the preset rotation angle, and the theoretical rebound angle is obtained based on the historical rebound angle pre-associated with the historical operating condition; wherein the reference holding torque includes the historical holding torque with the smallest deviation from the current holding torque; the historical rebound angle includes the rebound angle corresponding to the steering wheel after controlling the steering wheel to rotate to the preset target angle according to the preset rotation angle and releasing the torque control of the steering wheel under the preset road surface characteristics corresponding to the reference holding torque.

[0075] In one embodiment, the historical working condition can be determined based on the preset rotation angle and the historical holding torque, wherein the historical working condition includes the historical holding torque matching the current holding torque and the preset rotation angle matching the rotation angle. Then, after the preset rotation angle and the historical rebound angle corresponding to the historical holding torque are obtained in advance under the historical working condition, the three can be associated to obtain a third database, and then a second MAP diagram corresponding to the theoretical holding torque can be constructed (such as Figure 4 shown). Figure 4 Only part of the data in the second MAP is shown (the rest are indicated by ellipsis). Figure 4 ΔR represents the preset rotation angle, and T represents the historical holding torque. For example, the preset rotation angle is 40°, and the corresponding historical holding torque is 1N / m. The column number where the preset rotation angle is located can be used as the first coordinate, and the row number where the historical holding torque is located can be used as the second coordinate, and then the corresponding historical working condition and the historical rebound torque (i.e., 31°) corresponding to the historical working condition in the second MAP diagram can be determined based on the first coordinate and the second coordinate.

[0076] Preferably, even when the rotation angle and the road surface characteristics are the same, if the current initial angle and the target angle are different, there is usually a certain gap in the corresponding current holding torque. For example, the first holding torque required after controlling the vehicle to rotate from 45° in the positive direction to 45° in the negative direction is likely to be lower than the second holding torque required after controlling the vehicle to rotate from 0° to 90° in the negative direction. Then this implementation can further constrain the preset target angle to match the target angle (such as the preset target angle is equal to the target angle). Since the preset target angle matches the target angle, and the rotation angle matches the preset rotation angle, the current initial angles corresponding to the current working condition and the historical working condition are also matched accordingly, which is conducive to further improving the matching of the historical working condition and the current working condition, and thus improving the accuracy of the theoretical rebound angle.

[0077] Optionally, in this embodiment, determining the theoretical rebound angle based on the current holding torque and the rotation angle may also include: determining the rotation angle corresponding to the steering wheel according to the current initial angle and the target angle; determining the current road surface characteristics based on the rotation angle and the current holding torque, and determining the theoretical rebound angle corresponding to the rotation angle according to the current road surface characteristics. Preferably, in order to ensure the accuracy of the theoretical rebound angle, in this embodiment, it is preferred to obtain the theoretical rebound angle based on the historical rebound angle pre-associated with the historical working conditions, which is conducive to a comprehensive and reliable prediction of the corresponding rebound angle under the current working conditions, thereby improving the accuracy of the theoretical rebound angle.

[0078] In this embodiment, the current holding torque and rotation angle are conducive to accurately reflecting the current working condition of the vehicle, so obtaining the historical working condition that matches the current holding torque and rotation angle is conducive to providing a reliable reference for the current working condition. On this basis, the theoretical rebound angle is obtained based on the historical rebound angle pre-associated with the historical working condition, which is conducive to improving the rationality and accuracy of the theoretical rebound angle, and thus improving the reliability of the steering wheel returning to the center.

[0079] Optionally, after determining the theoretical rebound angle based on the current holding torque and the rotation angle, the method further includes:

[0080] The compensation angle pre-associated with the historical working condition is obtained, and the theoretical springback angle is compensated based on the compensation angle.

[0081] Specifically, in this embodiment, the steering wheel can be controlled to rotate to a preset target position according to a preset rotation angle in advance under historical working conditions, and then the torque control of the steering wheel can be released. After the wheels are relieved of elastic deformation stress or stress equilibrium is reached, the free angle of the steering wheel (i.e., the deviation angle between the final position of the steering wheel and the return position) is obtained as the historical free angle, and the compensation angle is determined based on the historical free angle. For example, multiple historical free angles corresponding to the same historical working conditions can be obtained, and the average value of the multiple historical free angles can be determined and used as the compensation angle. When the average value of the historical free angle is in the same direction as the current initial angle, the compensation angle is in the same direction as the target angle; when the average value of the historical free angle is in the opposite direction to the current initial angle, the compensation angle is in the same direction as the current initial angle.

[0082] In this embodiment, after determining the theoretical rebound angle based on the historical rebound angle pre-associated with the historical working conditions, the theoretical rebound angle can also be compensated based on the compensation angle, and then when the steering wheel is controlled based on the compensated theoretical rebound angle and the target rebound angle, predictive compensation for the return deviation can be achieved.

[0083] Optionally, after compensating the theoretical rebound angle based on the compensation angle, the method further includes:

[0084] When the acquired current free angle of the steering wheel is greater than a preset angle threshold, the compensation angle is corrected based on the current free angle; wherein the current free angle includes the free angle corresponding to the steering wheel after the torque control on the steering wheel is released when the preset return condition is met.

[0085] Specifically, the current free angle referred to in this embodiment includes the free angle corresponding to the steering wheel after the torque control of the steering wheel is released when the preset return condition is met, which reflects the deviation caused by the vehicle's return control of the steering wheel under the actual current working conditions. It should be understood that the theoretical rebound angle in this embodiment can be determined by the vehicle manufacturer during the vehicle design stage by simulating various working conditions in advance (i.e., simulating different working conditions in advance as historical working conditions) and according to the historical rebound angles obtained under the historical working conditions, so as to guide the estimation of the angle rebound during the actual operation of the vehicle. The compensation angle referred to in this embodiment needs to be continuously self-learned and corrected according to the deviation of the vehicle after the steering wheel is returned under the actual working conditions, so as to better fit the actual characteristics of different vehicles (such as different wear conditions of vehicle parts caused by different use environments, use frequencies or driving habits, etc.).

[0086] In one embodiment, a preset angle threshold may be set in advance. The smaller the preset angle threshold, the smaller the self-centering deviation that the vehicle is expected to achieve. The preset angle threshold may range from 2 to 15°. When the current free angle of the steering wheel that has been acquired is greater than the preset angle threshold, it indicates that the self-centering deviation of the vehicle is large. This may be due to factors such as wear of vehicle components that make it difficult for historical operating conditions to accurately simulate current operating conditions. At this time, the compensation angle can be corrected according to the current free angle. For example, the present embodiment may construct a third MAP diagram corresponding to the compensation angle in advance based on the compensation angles corresponding to different historical operating conditions (such as Figure 5 shown), Figure 5 Only part of the data in the third MAP is shown (the rest is indicated by ellipsis). Figure 5 In which ΔR represents the preset rotation angle, and T represents the historical holding torque. When compensating the theoretical rebound angle based on the compensation angle pre-associated with the historical working condition, taking the preset rotation angle of 40° and the corresponding historical holding torque of 1N / m as an example, the column number where the preset rotation angle is located can be used as the first coordinate, and the row number where the historical holding torque is located can be used as the second coordinate, and then the corresponding historical working condition and the compensation angle (i.e. 1°) corresponding to the historical working condition in the third MAP diagram are determined based on the first coordinate and the second coordinate. On this basis, after the theoretical rebound angle is compensated based on the compensation angle, the steering wheel can be controlled to return to the positive position according to the maximum value of the compensated theoretical rebound angle and the target angle. Assuming that the theoretical rebound angle is 10° and the target angle is negative 10°, the compensated theoretical rebound angle is 11°, which is greater than the target angle. Then the steering wheel can be controlled to continue to rotate in the negative direction to 11°, and then the torque control of the steering wheel can be released. On this basis, if the current free angle obtained is greater than the preset angle threshold, the corresponding compensation angle can be updated based on the current free angle.

[0087] Optionally, when the current free angle is in the same direction as the current initial angle, the compensation angle is corrected according to the sum of the compensation angle and the current free angle; when the current free angle is in the opposite direction to the current initial angle, the compensation angle is corrected according to the difference between the compensation angle and the current free angle. For example, assuming that the compensation angle is 1°, the current free angle is 3° and is in the same direction as the current initial angle (i.e., positive), then 3° can be added to the current compensation angle to obtain a corrected compensation angle of 4°. Preferably, the initial default values ​​of the compensation angles in this embodiment are all 0.

[0088] In this embodiment, as the vehicle runs for a long time, the compensation angles corresponding to different historical working conditions can also be continuously corrected as the vehicle or environment changes. In this way, the theoretical rebound angle in this embodiment ensures the universality and reliability of the steering wheel return control before the vehicle leaves the factory, while the compensation angle reflects the compatibility with the individual differences of different vehicles as the actual operating environment changes, ensuring the adaptability of the steering wheel return control to the complex environmental changes in actual operation, and effectively ensuring the steering wheel return control accuracy.

[0089] Optionally, after controlling the steering wheel based on the maximum value between the theoretical rebound angle and the target angle, releasing the torque control of the steering wheel includes:

[0090] When the theoretical rebound angle is less than or equal to the absolute value of the target angle, the torque control on the steering wheel is released;

[0091] When the theoretical rebound angle is greater than the absolute value of the target angle, the steering wheel is controlled to rotate in the direction of the target angle to an angle corresponding to the theoretical rebound angle, and then the torque control of the steering wheel is released.

[0092] Specifically, in this embodiment, the steering wheel can be controlled based on the maximum value between the theoretical rebound angle and the absolute value of the target angle. For example, in this embodiment, the direction corresponding to the target angle can be represented based on the positive and negative signs (such as the target angle is -30°, indicating that its magnitude is 30° and the direction is negative), and the theoretical rebound angle is used to represent the change in angle rebound, which usually has no directional characteristics. In this embodiment, after obtaining the target angle, the magnitude relationship between the theoretical rebound angle and the absolute value of the target angle can be judged, and then the maximum value between the two can be determined. For example, assuming that the target angle is -30° and the theoretical rebound angle is 28°, then the theoretical rebound angle is less than the absolute value of the target angle at this time, indicating that the current control of the steering wheel based on the target angle can ensure that the steering wheel has a small return deviation, and the torque control of the steering wheel can be released. And assuming that the target angle is -30°, the theoretical rebound angle is 38°. At this time, the theoretical rebound angle is greater than the absolute value of the target angle. It is necessary to control the steering wheel to rotate in the direction of the target angle to the angle corresponding to the theoretical rebound angle (i.e. continue to rotate 8° in the direction of the target angle, and then reach -38°) and then release the torque control of the steering wheel.

[0093] It should be understood that, in this embodiment, the target angle can also be determined based on the maximum return-to-positive rebound angle corresponding to the current initial angle. Accordingly, the control of the steering wheel based on the theoretical rebound angle and the target angle may specifically include: after controlling the steering wheel based on the minimum value between the theoretical rebound angle and the absolute value of the target angle, releasing the torque control of the steering wheel. Specifically, it may include: when the theoretical rebound angle is greater than or equal to the absolute value of the target angle, releasing the torque control of the steering wheel; when the theoretical rebound angle is less than the absolute value of the target angle, controlling the steering wheel to rotate in the direction of the target angle to the angle corresponding to the theoretical rebound angle, releasing the torque control of the steering wheel. Preferably, in order to improve the adjustment efficiency and reduce the loss of vehicle components (such as tire wear), in this embodiment, it is preferred to determine the target angle based on the minimum return-to-positive rebound angle corresponding to the current initial angle.

[0094] In this embodiment, by setting a reasonable return control strategy, it is ensured that the steering wheel can be effectively returned under different current working conditions. First, when the theoretical rebound angle is equal to the absolute value of the target angle, it can be predicted that under the current working condition, the wheel can remove the elastic deformation stress or reach stress balance at the return position, so that after the torque control is released, the steering wheel can finally be exactly in the return position, and there is no need to continue to adjust the angle of the steering wheel. Second, when the theoretical rebound angle is less than the absolute value of the target angle, it can be predicted that there may be an over-rotation situation at present. That is, under the current working condition, the wheel has removed the elastic deformation stress or reached stress balance before reaching the return position, so that after the torque control is released, the steering wheel finally stays in the opposite direction of the current initial angle. Since the target angle in this embodiment is determined based on the minimum return rebound angle pre-associated with the current initial angle, the probability of excessive rotation of the steering wheel can be effectively reduced, and the large deviation between the final stop position of the steering wheel and the return position can be effectively avoided, so there is no need to continue to adjust the angle of the steering wheel in this case. Third, when the theoretical rebound angle is greater than the absolute value of the target angle, it can be predicted that there may be insufficient rotation at present. That is, under the current working condition, the wheel needs to exceed the return position and continue to rotate in the direction of the current initial angle before the elastic deformation stress can be removed or the stress balance can be achieved. At this time, the deviation between the final position of the steering wheel and the return position may be large (such as it may correspond to the working condition where the current road friction coefficient is large), and it is necessary to control the steering wheel to continue rotating in the direction of the target angle, and then release the torque control of the steering wheel after reaching the theoretical rebound angle.

[0095] In this way, when the present embodiment predicts that there may be insufficient rotation (i.e., when the theoretical rebound angle is greater than the absolute value of the target angle), since the torque control of the steering wheel is not released in the process of determining the maximum value, it is only necessary to continue adjusting a certain angle in the direction of the target angle to quickly reach the theoretical rebound angle. There is no need to repeatedly adjust the direction of the steering wheel angle multiple times (such as first controlling the steering wheel to rotate a certain angle in the opposite direction of the current initial angle, releasing the torque control, and then re-controlling the steering wheel to rotate a certain angle in the direction of the current initial angle). This effectively improves the steering wheel's self-centering efficiency and helps to avoid complex elastic deformation of the wheel caused by repeated direction adjustments, which in turn makes it difficult to accurately predict the actual rebound angle under the current working conditions.

[0096] Optionally, the preset return-to-center condition includes detecting a preset return-to-center request and the acquired current vehicle speed is zero; wherein, detecting the preset return-to-center request includes detecting that the parking function is activated.

[0097] Specifically, the preset return request in this embodiment includes detecting that the parking function is in an activated state, that is, the vehicle is using the parking function to perform automatic parking. For the vehicle, the activation switch of the parking function (such as a physical button and an interactive screen icon, etc.) can be set in advance. When the activation switch is in the on state, it means that there is a parking demand at present and the steering wheel needs to be returned to the center after parking. When the current vehicle speed is zero, it means that the automatic parking has been completed at this time, and the steering wheel return control can be performed. Optionally, the preset return request in this embodiment can also include a return request generated by the driver by operating a physical button, screen interaction, issuing a preset voice command, etc., and then after the driver completes the parking autonomously, the steering wheel return control is performed.

[0098] In this embodiment, when a preset return request is detected, such as when the parking function is activated, it indicates that the vehicle has a need to return the steering wheel after parking. On this basis, determining whether the current vehicle speed is zero is helpful to identify whether parking has been completed. When a preset return request is detected and the current vehicle speed obtained is zero, it indicates that the preset return condition is met, and the vehicle can be started to be returned to the center, which can flexibly respond to the steering wheel return control demand and is also helpful to ensure the safety of vehicle operation.

[0099] For example, Figure 6 As shown, a specific embodiment of the steering wheel return method is now further introduced:

[0100] When the parking function is detected to be activated, the current vehicle speed is obtained;

[0101] Determine whether the current vehicle speed is zero;

[0102] If not, return to the step of obtaining the current vehicle speed;

[0103] If yes, the current steering wheel angle is obtained to obtain the current initial angle (which is recorded as angle A for ease of understanding and expression);

[0104] Control the steering wheel to rotate to a target angle (referred to as angle B for ease of understanding and description); wherein the target angle is determined based on a minimum rebound angle pre-associated with the current initial angle and is opposite to the current initial angle;

[0105] When the steering wheel rotates to angle B and the time at angle B is greater than a preset time, the current torque of the steering wheel is obtained to obtain the current holding torque;

[0106] According to the current angle A and angle B, the rotation angle is obtained;

[0107] Obtain the historical working conditions that match the current holding torque and rotation angle, and obtain the theoretical rebound angle (which is recorded as angle C for ease of understanding and expression) based on the historical rebound angle pre-associated with the historical working conditions;

[0108] Obtain the compensation angle pre-associated with the historical working conditions, and compensate the theoretical rebound angle based on the compensation angle (for ease of understanding and expression, the compensation angle is recorded as angle D, and the compensated theoretical rebound angle is recorded as E, where E = C + D);

[0109] Determine whether angle E is less than or equal to the absolute value of angle B;

[0110] If so, release the torque control on the steering wheel;

[0111] If not, the steering wheel is controlled to continue rotating in the direction of angle B to an angle corresponding to angle E, and then the torque control of the steering wheel is released;

[0112] When the acquired current free angle of the steering wheel is greater than a preset angle threshold, the angle D is corrected based on the current free angle.

[0113] In this embodiment, when the angle E is greater than the absolute value of the angle B, the steering wheel angle change diagram is as follows: Figure 7 As shown, Figure 7 Where t represents the preset duration, A represents the current initial angle (ie, angle A), B represents the target angle (ie, angle B), and E represents the theoretical rebound angle (ie, angle C) after compensation based on the compensation angle (ie, angle D).

[0114] like Figure 8 As shown, a steering wheel return device 800 provided in an embodiment of the present invention includes:

[0115] A rotation module 810, which is used to obtain the current initial angle of the steering wheel when a preset return condition is met, and control the steering wheel to rotate to a target angle; wherein the target angle is determined based on a minimum return rebound angle pre-associated with the current initial angle and is opposite to the direction of the current initial angle;

[0116] a determination module 820, configured to obtain a current holding torque for controlling the steering wheel to be at the target angle, and determine a theoretical rebound angle of the steering wheel based on the current holding torque;

[0117] The control module 830 is configured to release the torque control on the steering wheel after controlling the steering wheel based on the maximum value between the theoretical rebound angle and the target angle.

[0118] The technical effects that can be produced by the steering wheel returning device and the steering wheel returning method provided in this embodiment are basically the same, and will not be repeated here.

[0119] like Fig. 9 As shown, a vehicle 900 provided by an embodiment of the present invention includes a memory 910 and a processor 920; the memory 910 is used to store a computer program; the processor 920 is used to implement the steering wheel return method as described above when executing the computer program.

[0120] In other words, a vehicle 900 includes a memory 910 and a processor 920 coupled to the memory 910; the memory 910 is configured to store a computer program; and the processor 920 is configured to perform the following operations when executing the computer program:

[0121] When a preset return condition is met, the current initial angle of the steering wheel is obtained, and the steering wheel is controlled to rotate to a target angle; wherein the target angle is determined based on a minimum return rebound angle pre-associated with the current initial angle and is opposite to the direction of the current initial angle;

[0122] acquiring a current holding torque when controlling the steering wheel to be at the target angle, and determining a theoretical rebound angle of the steering wheel based on the current holding torque;

[0123] After the steering wheel is controlled based on the maximum value between the theoretical rebound angle and the target angle, the torque control on the steering wheel is released.

[0124] The technical effects that can be produced by the vehicle and steering wheel return method provided in this embodiment are basically the same, and will not be repeated here.

[0125] An embodiment of the present invention provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the steering wheel returning method as described above is implemented.

[0126] In other words, a non-volatile computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the processor performs the following operations:

[0127] When a preset return condition is met, the current initial angle of the steering wheel is obtained, and the steering wheel is controlled to rotate to a target angle; wherein the target angle is determined based on a minimum return rebound angle pre-associated with the current initial angle and is opposite to the direction of the current initial angle;

[0128] acquiring a current holding torque when controlling the steering wheel to be at the target angle, and determining a theoretical rebound angle of the steering wheel based on the current holding torque;

[0129] After the steering wheel is controlled based on the maximum value between the theoretical rebound angle and the target angle, the torque control on the steering wheel is released.

[0130] The computer-readable storage medium provided in this embodiment and the steering wheel return method can produce substantially the same technical effects, which will not be described in detail herein.

[0131] A person of ordinary skill in the art can understand that all or part of the processes in the above-mentioned embodiment method can be completed by instructing the relevant hardware through a computer program, and the program can be stored in a computer-readable storage medium. When the program is executed, it can include the processes of the embodiments of the above-mentioned methods. Among them, the storage medium can be a disk, an optical disk, a read-only memory (ROM) or a random access memory (RAM), etc. In the present application, the unit described as a separate component may or may not be physically separated, and the component displayed as a unit may or may not be a physical unit, that is, it may be located in one place, or it may be distributed on multiple network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the embodiment of the present invention. In addition, each functional unit in each embodiment of the present invention can be integrated in a processing unit, or each unit can exist physically separately, or two or more units can be integrated in one unit. The above-mentioned integrated unit can be implemented in the form of hardware or in the form of a software functional unit.

[0132] Although the present invention is disclosed as above, the protection scope of the present invention is not limited thereto. Those skilled in the art may make various changes and modifications without departing from the spirit and scope of the present invention, and these changes and modifications will fall within the protection scope of the present invention.

Claims

1. A method for returning a steering wheel to the correct position, characterized in that: include: When a preset return condition is met, the current initial angle of the steering wheel is obtained, and the steering wheel is controlled to rotate to a target angle; wherein the target angle is determined based on a minimum return rebound angle pre-associated with the current initial angle and is opposite to the direction of the current initial angle; acquiring a current holding torque when controlling the steering wheel to be at the target angle, and determining a theoretical rebound angle of the steering wheel based on the current holding torque; After the steering wheel is controlled based on the maximum value between the theoretical rebound angle and the target angle, the torque control on the steering wheel is released.

2. The steering wheel return method according to claim 1, characterized in that: Before controlling the steering wheel to rotate to the target angle, the method further includes: Obtain a preset initial angle that matches the current initial angle, and obtain the minimum return-to-rebound angle based on the preset initial angle; wherein the preset initial angle is pre-associated with at least one return-to-rebound angle; and the minimum return-to-rebound angle includes the sum of the minimum value of the return-to-rebound angle and a preset allowable deviation value.

3. The steering wheel return method according to claim 1, characterized in that: The determining the theoretical rebound angle of the steering wheel based on the current holding torque comprises: Determining a rotation angle corresponding to the steering wheel according to the current initial angle and the target angle; The theoretical rebound angle is determined based on the current holding torque and the rotation angle, including obtaining historical operating conditions that match the current holding torque and the rotation angle, and obtaining the theoretical rebound angle based on historical rebound angles pre-associated with the historical operating conditions; wherein the historical operating conditions include historical holding torques that match the current holding torque, and a preset rotation angle that matches the rotation angle.

4. The steering wheel return method according to claim 3, characterized in that: After determining the theoretical rebound angle based on the current holding torque and the rotation angle, the method further includes: A compensation angle pre-associated with the historical working condition is obtained, and the theoretical rebound angle is compensated based on the compensation angle.

5. The steering wheel return method according to claim 4, characterized in that: After compensating the theoretical rebound angle based on the compensation angle, the method further includes: When the acquired current free angle of the steering wheel is greater than a preset angle threshold, the compensation angle is corrected based on the current free angle; wherein the current free angle includes the free angle corresponding to the steering wheel after the torque control on the steering wheel is released when the preset return condition is met.

6. The steering wheel return method according to claim 1, characterized in that: After controlling the steering wheel based on the maximum value between the theoretical rebound angle and the target angle, releasing the torque control on the steering wheel comprises: When the theoretical rebound angle is less than or equal to the absolute value of the target angle, releasing the torque control on the steering wheel; When the theoretical rebound angle is greater than the absolute value of the target angle, the steering wheel is controlled to rotate along the direction of the target angle to an angle corresponding to the theoretical rebound angle, and then the torque control on the steering wheel is released.

7. The steering wheel return method according to any one of claims 1 to 6, characterized in that: The preset return-to-center condition includes detecting a preset return-to-center request and the acquired current vehicle speed is zero; wherein, detecting the preset return-to-center request includes detecting that a parking function is in an activated state.

8. A steering wheel return device, characterized in that: include: A rotation module, which is used to obtain the current initial angle of the steering wheel when a preset return condition is met, and control the steering wheel to rotate to a target angle; wherein the target angle is determined based on a minimum return rebound angle pre-associated with the current initial angle and is opposite to the direction of the current initial angle; a determination module, configured to obtain a current holding torque when the steering wheel is controlled to be at the target angle, and determine a theoretical rebound angle of the steering wheel based on the current holding torque; A control module is used to release the torque control of the steering wheel after controlling the steering wheel based on the maximum value between the theoretical rebound angle and the target angle.

9. A vehicle, characterized in that: including memory and processor; The memory is used to store computer programs; The processor is used to implement the steering wheel returning method as described in any one of claims 1 to 7 when executing the computer program.

10. A computer-readable storage medium, characterized in that: The storage medium stores a computer program, and when the computer program is executed by the processor, the steering wheel returning method as described in any one of claims 1 to 7 is implemented.

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