Steering wheel control method, device and vehicle

Abstract

The present disclosure relates to the technical field of vehicles, in particular to a steering wheel control method and device and vehicle. The steering wheel control method comprises: in response to detecting that the steering wheel self-rotates, generating a friction torque, the friction torque being used to limit the self-rotation of the steering wheel; and in response to the steering wheel stopping self-rotation, controlling the friction torque to remain unchanged, so as to keep the current position or current angle of the steering wheel unchanged. The phenomenon that the steering wheel self-rotates under the action of no friction torque is effectively avoided, thereby meeting the driving demand of the user and improving driving safety.

Description

TECHNICAL FIELD

[0001] The present disclosure relates to the technical field of vehicles, and particularly relates to a steering wheel control method and device and vehicle. BACKGROUND

[0002] At present, the steering wheel in most vehicles is configured with a speed reduction mechanism, for example, a worm gear or a planetary gear, and the speed reduction ratio is usually 1:11, and the friction torque that can be provided is about 0.5 Nm-1 Nm, so as to provide a torque to resist the self-rotation of the steering wheel, so that the steering wheel can remain at a certain angle or position when it is in an asymmetric position, to meet the driving needs of the user.

[0003] However, for the steering wheel without the speed reduction mechanism, since the texture of the steering wheel is not uniform, when the steering wheel is not in the symmetric position after the user releases the steering wheel, the steering wheel will self-rotate under the influence of gravity, so that the steering wheel cannot remain at the angle or position required by the user, and thus the driving needs of the user cannot be met, and in severe cases, the driving safety will be affected. SUMMARY

[0004] To overcome the problems in the related art, the present disclosure provides a steering wheel control method, device and vehicle.

[0005] According to a first aspect of an embodiment of the present disclosure, a steering wheel control method is provided, comprising:

[0006] In response to detecting that the steering wheel self-rotates, a friction torque is generated, and the friction torque is used to limit the self-rotation of the steering wheel.

[0007] In response to the steering wheel stopping self-rotation, the friction torque is controlled to remain unchanged.

[0008] Optionally, the response to detecting that the steering wheel self-rotates, and the generation of the friction torque, comprises:

[0009] In response to detecting that the steering wheel self-rotates, an initial self-rotation angle of the steering wheel is obtained.

[0010] According to the initial self-rotation angle, a relationship between the friction torque and the self-rotation angle is determined.

[0011] During the self-rotation, the friction torque is generated according to the determined relationship between the friction torque and the self-rotation angle.

[0012] Optionally, the determination of the relationship between the friction torque and the self-rotation angle according to the initial self-rotation angle comprises:

[0013] determine a first data set and a second data set in the relationship between the friction torque and the self-rotation angle according to the initial self-rotation angle, wherein the friction torque in the first data set is zero, and the friction torque in the second data set is an absolute value of the maximum self-rotation torque of the steering wheel;

[0014] determine the relationship between the friction torque and the self-rotation angle according to the first data set, the second data set, and a preset polynomial.

[0015] Optionally, the self-rotation angle in the first data set is the initial self-rotation angle, or a sum of the initial self-rotation angle and a first preset angle.

[0016] The self-rotation angle in the second data set is a sum of the initial self-rotation angle and a second preset angle, and an absolute value of the second preset angle is greater than an absolute value of the first preset angle.

[0017] Optionally, when the self-rotation angle in the first data set is the sum of the initial self-rotation angle and the first preset angle, the determining the relationship between the friction torque and the self-rotation angle according to the initial self-rotation angle further includes:

[0018] determining that the friction torque is zero during a period in which the steering wheel is self-rotated by the first preset angle from the initial self-rotation angle.

[0019] Optionally, the preset polynomial is a quadratic polynomial.

[0020] Optionally, the steering wheel control method further includes:

[0021] determining that the vehicle in which the steering wheel is located is in a non-driving state, and that a current angle of the steering wheel is not zero.

[0022] Optionally, the steering wheel control method further includes:

[0023] if it is detected that a user does not touch the steering wheel and the steering wheel is in a rotating state, determining that the steering wheel is self-rotated.

[0024] According to a second aspect of an embodiment of the present disclosure, a steering wheel control apparatus is provided, including:

[0025] a generating module configured to generate a friction torque for limiting self-rotation of the steering wheel in response to detecting that the steering wheel is self-rotated;

[0026] a control module configured to control the friction torque to remain unchanged in response to the steering wheel stopping self-rotation.

[0027] According to a third aspect of an embodiment of the present disclosure, a vehicle is provided, including:

[0028] a processor;

[0029] a memory for storing processor-executable instructions;

[0030] a steering wheel;

[0031] The processor is configured to execute the instructions to enable the vehicle to implement the steering wheel control method according to the first aspect of the embodiments of the present disclosure.

[0032] With the above technical solution, when the steering wheel is detected to self-rotate, the friction torque is automatically generated, and when the steering wheel stops self-rotating, the friction torque is controlled to remain unchanged, so that the steering wheel remains at the current position or the current angle, effectively avoiding the phenomenon that the steering wheel self-rotates under the action of no friction torque, thereby meeting the driving needs of the user and improving driving safety.

[0033] It should be understood that the above general description and the following detailed description are only exemplary and explanatory, and cannot limit the present disclosure. BRIEF DESCRIPTION OF DRAWINGS

[0034] The accompanying drawings, which are incorporated into and form part of the specification, illustrate embodiments consistent with the present disclosure and, together with the specification, serve to explain the principles of the present disclosure.

[0035] Figure 1 is a flowchart of a steering wheel control method according to an exemplary embodiment.

[0036] Figure 2A is a schematic diagram of a relationship curve of friction torque changing with self-rotation angle according to an exemplary embodiment.

[0037] Figure 2B is a schematic diagram of another relationship curve of friction torque changing with self-rotation angle according to an exemplary embodiment.

[0038] Figure 3 is a block diagram of a steering wheel control device according to an exemplary embodiment.

[0039] Figure 4 is a block diagram of a vehicle according to an exemplary embodiment. DETAILED DESCRIPTION

[0040] The exemplary embodiments will be described in detail below with reference to the accompanying drawings. In the following description, unless otherwise indicated, like numbers in the different drawings represent different but similar elements. The following exemplary embodiments are described with regard to the implementations shown in the drawings, which are by way of example and not by way of limitation. They are merely examples and do not represent all implementations in which the present disclosure is applicable.

[0041] It should be noted that all the actions of acquiring signals, information or data in the present disclosure are carried out in compliance with the corresponding data protection regulations and policies of the country where the device is located, and with the authorization given by the owner of the corresponding device.

[0042] As described in the background, the steering wheel without a deceleration mechanism cannot provide the mechanical friction torque required to keep the steering wheel at the current angle or current position, so the steering wheel will rotate under the influence of gravity in an asymmetric manner, resulting in the steering wheel being unable to maintain the current position after the user releases the steering wheel, failing to meet the user's driving needs, and seriously affecting road safety.

[0043] Therefore, the present disclosure provides a steering wheel control method, device and vehicle. When the steering wheel is detected to rotate, a friction torque is automatically generated, and when the steering wheel stops rotating, the friction torque is controlled to remain unchanged, so that the steering wheel remains at the current position or the current angle, effectively avoiding the phenomenon of the steering wheel rotating without the action of the friction torque, thereby meeting the user's driving needs and improving road safety.

[0044] Figure 1 is a flowchart of a steering wheel control method according to an exemplary embodiment. As shown in Figure 1 The steering wheel control method can include the following steps.

[0045] In step S11, in response to detecting that the steering wheel rotates, a friction torque is generated.

[0046] The friction torque is used to limit the rotation of the steering wheel.

[0047] In step S12, in response to the steering wheel stopping rotating, the friction torque is controlled to remain unchanged.

[0048] The steering wheel stopping rotating indicates that the absolute value of the generated friction torque is equal to the absolute value of the rotation torque of the steering wheel. The rotation torque is used to represent the torque that causes the steering wheel to rotate, and the friction torque is opposite in direction to the rotation torque.

[0049] Since the mechanical friction torque required for keeping the current angle or current position of the steering wheel unchanged cannot be provided by the deceleration mechanism, in order to avoid the self-rotation of the steering wheel, the friction torque needs to be generated to counteract the self-rotation torque of the steering wheel, which refers to the torque causing the self-rotation of the steering wheel. It should be understood that the friction torque in the present disclosure is not the friction torque provided by the deceleration mechanism.

[0050] In the present disclosure, the friction torque can be generated at each moment, i.e., when the steering wheel turns to each angle during the self-rotation, until the absolute value of the generated friction torque is equal to the absolute value of the self-rotation torque of the steering wheel at a certain moment, and the friction torque is controlled to remain unchanged to keep the steering wheel in a balanced state.

[0051] With the above technical solution, when the self-rotation of the steering wheel is detected, the friction torque is automatically generated, and when the self-rotation of the steering wheel stops, the friction torque is controlled to remain unchanged to keep the current position or current angle of the steering wheel unchanged, effectively avoiding the phenomenon that the steering wheel self-rotates under the action of no friction torque, and thus the driving demand of the user can be met and the driving safety can be improved.

[0052] In order to facilitate those skilled in the art to better understand the steering wheel control method provided by the present disclosure, the method is described below with one complete embodiment.

[0053] In one embodiment, the steering wheel control method shown in the present disclosure can be executed in any state of the vehicle. Figure 1

[0054] In order to improve the flexibility of the steering wheel control, the user can define the use scenario of the steering wheel control method provided by the present disclosure in advance. Therefore, in another embodiment, considering that when the vehicle is in a stationary state, the self-rotation of the steering wheel will increase the load of the steering system, cause tire wear, increase the load of the engine, etc., the method can further include: determining that the vehicle in which the steering wheel is located is in a non-driving state, and the current angle of the steering wheel is not zero.

[0055] In this embodiment, when it is determined that the vehicle is in a non-driving state, i.e., the driving speed is 0, and the steering wheel is not returned to the normal position, the steering wheel control method shown in the present disclosure is executed again. Figure 1

[0056] In this way, the above-mentioned steering wheel control method can be executed in a targeted manner, and the flexibility of the steering wheel control is improved. In addition, when it is determined that the vehicle is in a non-driving state and the current angle of the steering wheel is not zero, the steering wheel control method shown in the present disclosure is executed, effectively avoiding the problems that the self-rotation of the steering wheel increases the load of the steering system and the engine and causes tire wear, and prolonging the service life of the vehicle. Figure 1 In this way, the above-mentioned steering wheel control method can be executed in a targeted manner, and the flexibility of the steering wheel control is improved. In addition, when it is determined that the vehicle is in a non-driving state and the current angle of the steering wheel is not zero, the steering wheel control method shown in the present disclosure is executed, effectively avoiding the problems that the self-rotation of the steering wheel increases the load of the steering system and the engine and causes tire wear, and prolonging the service life of the vehicle. ​

[0057] In an embodiment, the method can further comprise: determining that the steering wheel is self-rotating if it is detected that the user does not touch the steering wheel and the steering wheel is in a rotating state.

[0058] In the present disclosure, the determination that the steering wheel is self-rotating is made when it is detected that the user does not touch the steering wheel but the steering wheel is in a rotating state, i.e., the user releases the steering wheel and the steering wheel is not in a stationary state.

[0059] The following describes the specific manner of generating the friction torque in response to the detection that the steering wheel is self-rotating. Figure 1 In an embodiment, the friction torque can be generated according to the size of the friction torque that can be provided by the existing deceleration mechanism on the market. For example, assuming that the maximum friction torque provided by the deceleration mechanism is 1 Nm, the friction torque can be randomly generated in order from small to large, and the generated friction torque is at most 1 Nm.

[0060] However, since the randomly generated friction torque cannot necessarily ensure that the generated friction torque at a certain moment is equal to the self-rotation torque of the steering wheel at the moment, in another embodiment, the self-rotation torque corresponding to different self-rotation angles can be statistically determined in advance, and then the friction torque equal in absolute value to the self-rotation torque corresponding to the current self-rotation angle can be generated according to the self-rotation torque corresponding to different self-rotation angles statistically determined in advance. For example, the self-rotation torque corresponding to different self-rotation angles can be determined in advance, the current self-rotation angle is obtained when it is detected that the steering wheel is self-rotating, and the current self-rotation torque corresponding to the current self-rotation angle is determined, and then the friction torque equal in absolute value to the current self-rotation torque is generated. However, this manner requires the self-rotation torque corresponding to different self-rotation angles to be statistically determined for different steering wheels, which is a large amount of work.

[0061] Therefore, in yet another embodiment, the generation of the friction torque in response to the detection that the steering wheel is self-rotating can comprise: obtaining an initial self-rotation angle of the steering wheel in response to the detection that the steering wheel is self-rotating; determining a relationship between the friction torque and the self-rotation angle according to the initial self-rotation angle; and generating the friction torque according to the relationship between the friction torque and the self-rotation angle during the self-rotation.

[0062] In the present disclosure, the initial self-rotation angle of the steering wheel can be the angle of the direction when the user releases the steering wheel. After the initial self-rotation angle of the steering wheel is obtained, the relationship between the friction torque and the self-rotation angle is determined according to the initial self-rotation angle, and then the friction torque is generated according to the determined relationship between the friction torque and the self-rotation angle during the self-rotation.

[0063]

[0064] ​In this embodiment, the electronic device or vehicle performing the steering wheel control method determines the relationship between the friction torque and the self-rotation angle according to the initial self-rotation angle, i.e., the relationship between the friction torque and the self-rotation angle corresponding to different initial self-rotation angles can be determined, so that the user can generate the corresponding relationship between the friction torque and the self-rotation angle when the steering wheel is turned to any angle and released, and then generate the friction torque according to the relationship between the friction torque and the self-rotation angle during the self-rotation process. In this way, the friction torque can be generated according to the relationship between the friction torque and the self-rotation angle for any steering wheel and any initial self-rotation angle, so that the steering wheel can stop self-rotation.

[0065] In this embodiment, the relationship between the friction torque and the self-rotation angle is determined according to the initial self-rotation angle, i.e., the first data set and the second data set in the relationship between the friction torque and the self-rotation angle are determined according to the initial self-rotation angle, wherein the friction torque in the first data set is zero, and the friction torque in the second data set is the absolute value of the maximum self-rotation torque of the steering wheel; the relationship between the friction torque and the self-rotation angle is determined according to the first data set, the second data set and the preset polynomial.

[0066] In order to ensure that the absolute value of the friction torque generated at a certain moment according to the determined relationship between the friction torque and the self-rotation angle is equal to the absolute value of the self-rotation torque at that moment, in this embodiment, the friction torque 0 in the first data set in the determined relationship between the friction torque and the self-rotation angle, and the friction torque in the second data set are the absolute value of the maximum self-rotation torque of the steering wheel. That is, the range of the absolute value of the generated friction torque is between 0 Nm and the absolute value of the maximum self-rotation torque. In this way, during the process of generating the friction torque according to the relationship, it can be ensured that the absolute value of the generated friction torque is equal to the absolute value of the self-rotation torque of the steering wheel at a certain moment, i.e., it can be ensured that the generated friction torque is used to stop the self-rotation of the steering wheel.

[0067] In this embodiment, in the relationship between the friction torque and the self-rotation angle, the horizontal coordinate of the data set can be the self-rotation angle, i.e., the horizontal coordinate of the first data set can be the initial self-rotation angle, or the sum of the initial self-rotation angle and the first preset angle.

[0068] In one embodiment, if the self-rotation angle in the first data set is the initial self-rotation angle, i.e., the friction torque is generated at the initial moment of the self-rotation of the steering wheel to resist the self-rotation torque. However, considering that the friction torque resisting the self-rotation torque is provided at the initial moment of the self-rotation, it may cause the steering wheel to swing back and forth between the previous angle and the next angle of the initial self-rotation angle, i.e., the steering wheel will swing left and right.

[0069] Therefore, in another embodiment, the rotation angle in the first data set can be the sum of the initial rotation angle and the first preset angle.

[0070] It should be understood that, assuming the first preset angle is positive when the steering wheel rotates clockwise, the first preset angle is negative when the steering wheel rotates counterclockwise. For example, the absolute value of the first preset angle can range from 0 deg to 1 deg, assuming the absolute value of the first preset angle is 1 deg, the steering wheel rotates clockwise, and the rotation angle in the first data set can be represented as (w0+1, 0), where w0 represents the initial rotation angle.

[0071] In addition, when the rotation angle in the first data set is the sum of the initial rotation angle and the first preset angle, the relationship between the friction torque and the rotation angle is determined according to the initial rotation angle, which further comprises: determining that the friction torque is zero during the period when the steering wheel rotates by the first preset angle from the initial rotation angle.

[0072] That is to say, during the process of rotating by the first preset angle from the initial rotation angle, no friction torque is generated to resist the rotation torque, so as to avoid the reverse disc frequently swinging left and right.

[0073] The rotation angle in the second data set is the sum of the initial rotation angle and the second preset angle, and the absolute value of the second preset angle is greater than the absolute value of the first preset angle. Similarly, assuming the second preset angle is positive when the steering wheel rotates clockwise, the second preset angle is negative when the steering wheel rotates counterclockwise. For example, the second preset angle is 1 deg to 2 deg, assuming the absolute value of the second preset angle is 2 deg, the steering wheel rotates clockwise, and the rotation angle in the second data set can be represented as (w0+2, Mmax), where Mmax represents the absolute value of the maximum rotation torque of the steering wheel.

[0074] First of all, it should be understood that the maximum rotation torque of the steering wheel refers to the rotation torque when the mass of one side of the steering wheel is the largest and the mass of the other side of the steering wheel is the smallest. Secondly, it should be understood that the second preset angle can be set according to the acceptable maximum rotation angle change, and the acceptable maximum rotation angle change is 2 deg, the absolute value of the second preset angle is 2 deg, if the acceptable maximum rotation angle change is 4 deg, the absolute value of the second preset angle can be 4 deg, and so on. The present disclosure does not make specific limitations on this.

[0075] In addition, in this embodiment, the preset polynomial can be one of a first-order polynomial, a second-order polynomial, a third-order polynomial, etc. For example, in the present disclosure, the polynomial can be a second-order polynomial, that is, the relationship curve function between the generated friction torque and the rotation angle is a second-order polynomial function.

[0076] In the present disclosure, the relationship between the determined friction torque and the self-rotation angle can be a plurality of discrete points, i.e., a plurality of data groups, or a relationship curve of the friction torque varying with the self-rotation angle. When the relationship between the friction torque and the self-rotation angle is the relationship curve of the friction torque varying with the self-rotation angle, the first data group can be the first end point, the second data group can be the second end point, and the self-rotation angle in the data group is the horizontal coordinate, and the friction torque in the data group is the vertical coordinate.

[0077] For example, Figure 2A is a schematic diagram of a relationship curve of the friction torque varying with the self-rotation angle according to an example embodiment. As shown in Figure 2A , it is assumed that the steering wheel self-rotates clockwise, the initial self-rotation angle of the steering wheel is w0, the first preset angle is 1 deg, the second preset angle is 2 deg, the first end point coordinate is (w0+1, 0), the second end point coordinate is (w0+2, Mmax), and the preset polynomial is a quadratic polynomial, then the generated relationship curve of the friction torque varying with the self-rotation angle is shown as curve A. In this way, the friction torque is generated in sequence according to the relationship shown in curve A during the self-rotation.

[0078] Figure 2B is another schematic diagram of a relationship curve of the friction torque varying with the self-rotation angle according to an example embodiment. As shown in Figure 2B , it is assumed that the steering wheel self-rotates counterclockwise, the initial self-rotation angle of the steering wheel is w0, the first preset angle is -1 deg, the second preset angle is -2 deg, the first end point coordinate is (w0-1, 0), the second end point coordinate is (w0-2, Mmax), and the preset polynomial is a quadratic polynomial, then the generated relationship curve of the friction torque varying with the self-rotation angle is shown as curve B. In this way, the friction torque is generated in sequence according to the relationship shown in curve B during the self-rotation.

[0079] It should be understood that when the absolute value of the generated friction torque is equal to the absolute value of the self-rotation torque of the steering wheel, i.e., when the steering wheel stops self-rotation, the friction torque is no longer generated according to the relationship shown in curve A or curve B, but the friction torque is controlled to remain unchanged. For example, Figure 2A , it is assumed that the absolute value of the generated friction torque is equal to the absolute value of the self-rotation torque of the steering wheel at point P, then when the self-rotation angle is greater than the horizontal coordinate Px corresponding to point P, the generated friction torque is all the vertical coordinate Py corresponding to point P, as shown by the dotted line in Figure 2A .

[0080] According to the technical scheme, when the steering wheel is detected to rotate by itself, the friction torque is automatically generated, and when the steering wheel stops rotating by itself, the friction torque is controlled to remain unchanged, so that the steering wheel remains at the current position or the current angle, the phenomenon that the steering wheel rotates by itself without the friction torque is effectively avoided, and the driving demand of the user is met, and the driving safety is improved.

[0081] Based on the same inventive concept, the disclosure also provides a steering wheel control device. Figure 3 is a block diagram of a steering wheel control device according to an example embodiment. As shown in Figure 3 The steering wheel control device 300 can include:

[0082] The generation module 301 is configured to, in response to detecting that the steering wheel rotates by itself, generate a friction torque for limiting the steering wheel from rotating by itself.

[0083] The control module 302 is configured to, in response to the steering wheel stopping rotating by itself, control the friction torque to remain unchanged.

[0084] Optionally, the generation module 301 can include:

[0085] The acquisition sub-module is configured to, in response to detecting that the steering wheel rotates by itself, acquire an initial rotation angle of the steering wheel.

[0086] The first determination sub-module is configured to determine a relationship between the friction torque and the rotation angle according to the initial rotation angle.

[0087] The first generation sub-module is configured to generate the friction torque according to the relationship between the friction torque and the rotation angle during the rotation.

[0088] Optionally, the first determination sub-module is configured to:

[0089] determine a first data group and a second data group in the relationship between the friction torque and the rotation angle according to the initial rotation angle, wherein the friction torque in the first data group is zero, and the friction torque in the second data group is an absolute value of a maximum rotation torque of the steering wheel.

[0090] determine the relationship between the friction torque and the rotation angle according to the first data group, the second data group, and a preset polynomial.

[0091] Optionally, the rotation angle in the first data group is the initial rotation angle, or is a sum of the initial rotation angle and a first preset angle.

[0092] The self-rotation angle in the second data set is a sum of the initial self-rotation angle and a second preset angle, and an absolute value of the second preset angle is greater than an absolute value of the first preset angle.

[0093] Optionally, when the self-rotation angle in the first data set is a sum of the initial self-rotation angle and a first preset angle, the first determining sub-module is further configured to determine that the friction torque is zero during a period in which the steering wheel is self-rotated by the first preset angle from the initial self-rotation angle.

[0094] Optionally, the preset polynomial is a quadratic polynomial.

[0095] Optionally, the steering wheel control device 300 can further include:

[0096] The first determining module is configured to determine that the vehicle in which the steering wheel is located is in a non-driving state, and that a current angle of the steering wheel is not zero.

[0097] Optionally, the steering wheel control device 300 can further include:

[0098] The second determining module is configured to determine that the steering wheel is self-rotated if it is detected that a user does not touch the steering wheel and the steering wheel is in a rotating state.

[0099] As to the steering wheel control device in the above embodiments, the specific manners in which the various modules perform operations have been described in detail in the embodiments of the method, and thus will not be described in detail here.

[0100] The present disclosure also provides a computer-readable storage medium having stored thereon computer program instructions, which, when executed by a processor, implement the steps of the steering wheel control method provided by the present disclosure.

[0101] Figure 4 is a block diagram of a vehicle according to an example embodiment. For example, the vehicle 400 can be a hybrid vehicle, or a non-hybrid vehicle, an electric vehicle, a fuel cell vehicle, or other types of vehicles. The vehicle 400 can be an autonomous vehicle, a semi-autonomous vehicle, or a non-autonomous vehicle.

[0102] Referring to Figure 4 , the vehicle 400 can include various subsystems, such as an infotainment system 410, a perception system 420, a decision control system 430, a drive system 440, and a computing platform 450. The vehicle 400 can include more or fewer subsystems, and each subsystem can include multiple components. In addition, each subsystem of the vehicle 400 and each component can be interconnected by wired or wireless means. The vehicle 400 also includes a steering wheel (not shown in the figure).

[0103] In some embodiments, the infotainment system 410 can include a communication system, an entertainment system, a navigation system, and the like.

[0104] The perception system 420 can include several sensors for sensing information of the environment surrounding the vehicle 400. For example, the perception system 420 can include a global positioning system (which can be a GPS system, a Beidou system, or other positioning system), an inertial measurement unit (IMU), a lidar, a millimeter wave radar, an ultrasonic radar, and a camera.

[0105] The decision control system 430 can include a computing system, a vehicle controller, a steering system, a throttle, and a braking system.

[0106] The drive system 440 can include components that provide motive power for the vehicle 400. In one embodiment, the drive system 440 can include an engine, an energy source, a transmission system, and wheels. The engine can be one or a combination of an internal combustion engine, an electric motor, an air compression engine, or the like. The engine is capable of converting energy provided by the energy source into mechanical energy.

[0107] Some or all functions of the vehicle 400 are controlled by the computing platform 450. The computing platform 450 can include at least one processor 451 and a memory 452, and the processor 451 can execute instructions 453 stored in the memory 452.

[0108] The processor 451 can be any conventional processor, such as commercially available CPUs. The processor can also include a graphics processing unit (GPU), a field programmable gate array (FPGA), a system on chip (SOC), an application specific integrated circuit (ASIC), or a combination thereof.

[0109] The memory 452 can be implemented by any type of volatile or nonvolatile memory 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 memory, flash memory, a magnetic disk, or an optical disk.

[0110] In addition to instructions 453, memory 452 can store data, such as road maps, route information, vehicle's position, direction, speed, etc. The data stored by memory 452 can be used by computing platform 450.

[0111] In embodiments of the present disclosure, processor 451 can execute instructions 453 to complete all or part of the steps of the steering wheel control method described above.

[0112] In another exemplary embodiment, a computer program product is also provided, which contains a computer program capable of being executed by a programmable device, and the computer program has code portions for executing the steering wheel control method described above when executed by the programmable device.

[0113] Further, the word "exemplary" is used herein to mean serving as an example, instance, or illustration. Any aspect or design described herein as "exemplary" is not necessarily to be construed as advantageous over other aspects or designs. Rather, use of the word exemplary is intended to present concepts in a concrete manner. As used in this application, the term "or" is intended to mean an inclusive "or" rather than an exclusive "or". That is, unless specified otherwise, or clear from context, "X employs A or B" is intended to mean any of the natural inclusive permutations. That is, if X employs A; X employs B; or X employs both A and B, then "X employs A or B" is satisfied under any of the foregoing instances. In addition, the articles "a" and "an" as used in this application and the appended claims should generally be construed to mean "one or more" unless specified otherwise or clear from context to be directed to a singular form. Thus, use of the articles in this application and the following claims is not limiting.

[0114] Also, although the present disclosure has been described herein with regard to one or more implementations, those skilled in the art will recognize the interchangeability of many modifications as set forth herein, and the specifics herein are considered merely as exemplary embodiments. It is therefore intended that the true scope of the present disclosure be limited only by the breadth of the claims. In particular regard to the various functions performed by the above described components (e.g., elements, resources, etc.), the terms used to describe such components are intended to correspond, unless otherwise indicated, to any component which performs the described function of the described component (e.g., a functional equivalent), even though not structurally equivalent to the disclosed structure. In addition, although a particular feature of the present disclosure can have been disclosed with respect to only one of several implementations, other implementations can include the particular feature. Thus, the specific features of the present disclosure are not intended to be limited to the described implementations. Furthermore, to the extent that the terms "includes", "including", "has", "have", "having", "contains", "containing" or variants thereof are used in either the detailed description or the claims, such terms are intended to be inclusive in a manner similar to the term "comprising".

[0115] Other embodiments of the disclosure will be apparent to those skilled in the art from consideration of the specification and practice of the features disclosed herein. It is intended that the specification and examples be considered as exemplary only, with the true scope and spirit of the disclosure being indicated by the following claims.

[0116] It should be understood that the present disclosure is not limited to the precise structures herein described and illustrated in the drawings, and that various modifications and changes can be made without departing from its scope. The scope of the present disclosure is limited only by the claims that follow.

Claims

1. A steering wheel control method characterized by, The method comprises: in response to detecting that the steering wheel is self-rotating, generating a friction torque for limiting the self-rotation of the steering wheel; in response to the steering wheel stopping self-rotating, controlling the friction torque to remain unchanged; wherein, during the self-rotation of the steering wheel, a friction torque is simulated to be generated when the steering wheel turns to each angle until the friction torque is controlled to remain unchanged when the steering wheel stops self-rotating.

2. The steering wheel control method according to claim 1, characterized by, The method of generating a friction torque in response to detecting that the steering wheel is self-rotating comprises: in response to detecting that the steering wheel is self-rotating, obtaining an initial self-rotation angle of the steering wheel; determining a relationship between the friction torque and the self-rotation angle according to the initial self-rotation angle; generating a friction torque according to the relationship between the friction torque and the self-rotation angle during the self-rotation.

3. The steering wheel control method according to claim 2, characterized by, The method of determining the relationship between the friction torque and the self-rotation angle according to the initial self-rotation angle comprises: determining a first data set and a second data set in the relationship between the friction torque and the self-rotation angle according to the initial self-rotation angle, wherein the friction torque in the first data set is zero, and the friction torque in the second data set is an absolute value of a maximum self-rotation torque of the steering wheel; determining the relationship between the friction torque and the self-rotation angle according to the first data set, the second data set, and a preset polynomial.

4. The steering wheel control method according to claim 3, characterized by, The self-rotation angle in the first data set is the initial self-rotation angle or a sum of the initial self-rotation angle and a first preset angle; the self-rotation angle in the second data set is a sum of the initial self-rotation angle and a second preset angle, and an absolute value of the second preset angle is greater than an absolute value of the first preset angle.

5. The steering wheel control method according to claim 4, characterized by, When the self-rotation angle in the first data set is the sum of the initial self-rotation angle and the first preset angle, the method of determining the relationship between the friction torque and the self-rotation angle according to the initial self-rotation angle further comprises: determining the friction torque to be zero during the self-rotation of the steering wheel from the initial self-rotation angle by the first preset angle.

6. The steering wheel control method according to claim 3, characterized by, The preset polynomial is a quadratic polynomial.

7. The steering wheel control method according to any one of claims 1-6, characterized by, The method further comprises: determining that a vehicle in which the steering wheel is located is in a non-driving state, and a current angle of the steering wheel is not zero.

8. The steering wheel control method according to any one of claims 1-6, characterized by, The method further comprises: if it is detected that a user does not touch the steering wheel and the steering wheel is in a rotating state, determining that the steering wheel is self-rotating.

9. A steering wheel control device characterized by comprising: The method comprises: a generating module configured to generate a friction torque for limiting the self-rotation of the steering wheel in response to detecting that the steering wheel is self-rotating; a control module configured to control the friction torque to remain unchanged in response to the steering wheel stopping self-rotating; wherein, during the self-rotation of the steering wheel, a friction torque is simulated to be generated when the steering wheel turns to each angle until the friction torque is controlled to remain unchanged when the steering wheel stops self-rotating.

10. A vehicle characterized by comprising: The method comprises: a processor; a memory for storing processor-executable instructions; a steering wheel; wherein the processor is configured to execute the instructions to enable the vehicle to implement the steering wheel control method according to any one of claims 1-8.

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