Vehicle control method, vehicle and computer readable storage medium

Abstract

The invention provides a vehicle control method, a vehicle and a computer readable storage medium, and relates to the technical field of vehicle control, and a steer-by-wire system of the vehicle comprises a steering wheel and a steering actuator; the control method comprises the steps that when the alignment condition of a steering wheel and a steering actuator is met, whether alignment operation of the steering wheel and the steering actuator needs to be executed or not is judged; if yes, the steering actuator is controlled to execute alignment operation, so that the corresponding relation between the steering angle of the steering wheel and the rack position of a rack in the steering actuator conforms to the preset mapping relation, and the preset mapping relation comprises the preset rack positions corresponding to the multiple different preset steering angles. According to the steering-by-wire system, angle alignment of the steering wheel and the steering actuator in the decoupling state in the steering-by-wire system can be achieved, and the driving safety is improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle control technology, and more specifically, to a vehicle control method, a vehicle and a computer-readable storage medium in the field of vehicle control technology. Background Art

[0002] The vehicle's steer-by-wire system eliminates the traditional mechanical intermediate shaft and consists of two parts: a feel simulator and a steering actuator. The two parts are connected via a private CAN line and interact through wire signals to achieve steering control and feel simulation. Under certain working conditions, the steering wheel and the steering actuator can be decoupled, that is, the steering wheel and the steering actuator can move relatively independently, which improves the vehicle's sense of technology. However, when the user needs to drive the vehicle through the steering wheel, there may be an angle difference between the steering wheel and the steering actuator in a decoupled state, which may affect the user's normal driving and pose a safety hazard. Summary of the invention

[0003] The present application provides a vehicle control method, a vehicle and a computer-readable storage medium. The method can achieve angular alignment of a steering wheel and a steering actuator in a decoupled state in a wire-controlled steering system, thereby improving driving safety.

[0004] In a first aspect, a control method for a vehicle is provided, wherein the vehicle's steer-by-wire system includes a steering wheel and a steering actuator; the control method includes: when an alignment condition between the steering wheel and the steering actuator is met, determining whether it is necessary to perform an alignment operation between the steering wheel and the steering actuator; if so, controlling the steering actuator to perform the alignment operation so that the corresponding relationship between the steering angle of the steering wheel and the rack position of the rack in the steering actuator conforms to a preset mapping relationship; wherein the preset mapping relationship includes preset rack positions corresponding to multiple different preset steering angles.

[0005] In the above technical scheme, when the alignment conditions of the steering wheel and the steering actuator are met, it is determined whether it is necessary to perform the alignment operation of the steering wheel and the steering actuator. If so, the steering actuator is controlled to perform the alignment operation so that the corresponding relationship between the steering angle of the steering wheel and the rack position of the rack in the steering actuator conforms to the preset mapping relationship including preset rack positions corresponding to multiple different preset steering angles. This solves the problem that after the steering wheel and the steering actuator in the wire-controlled steering system are decoupled, it is easy to cause an angle difference between the steering wheel and the steering actuator, thereby affecting the user's normal driving. The steering wheel and the steering actuator in the decoupled state in the wire-controlled steering system can be aligned in angle, thereby improving driving safety.

[0006] In combination with the first aspect, in certain possible implementations, controlling the steering actuator to perform the alignment operation includes: determining whether the vehicle meets preset detection conditions; wherein the preset detection conditions include that the vehicle speed is greater than a preset speed or that the vehicle speed cannot be detected; if not, controlling the rack to move at a first moving speed to move the rack to a preset rack position corresponding to the actual steering angle of the steering wheel; if so, controlling the rack to move at a second moving speed to move the rack to a preset rack position corresponding to the actual steering angle of the steering wheel; wherein the second moving speed is greater than the first moving speed.

[0007] In the above technical solution, if it is determined that the vehicle meets the preset detection conditions, it means that the user is very likely to use the steering wheel, and the rack in the steering actuator is controlled to move at a second moving speed greater than the first moving speed, thereby moving the rack to a preset rack position corresponding to the actual steering angle of the steering wheel, thereby quickly completing the angle alignment between the steering wheel and the steering actuator, allowing the user to use the steering wheel to drive the vehicle as soon as possible, which is conducive to improving driving safety.

[0008] In combination with the first aspect and the above implementations, in some possible implementations, while controlling the rack to move at a first moving speed, the control method further includes: locking the steering wheel.

[0009] In the above technical solution, if it is determined that the vehicle does not meet the preset detection conditions, it means that the user basically does not know how to use the steering wheel. While controlling the rack in the steering actuator to move at a first moving speed, locking the steering wheel can prevent the steering wheel from being touched, causing the steering angle of the steering wheel to change, thereby causing alignment failure.

[0010] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, while controlling the rack to move at a first moving speed and locking the steering wheel, the control method also includes: again determining whether the vehicle meets the preset detection condition; if so, adjusting the first moving speed to the second moving speed and unlocking the steering wheel.

[0011] In the above technical solution, while controlling the rack to move at a first moving speed and locking the steering wheel, if it is determined that the vehicle meets the preset detection conditions, it means that the user is very likely to use the steering wheel. By adjusting the first moving speed to the second moving speed, the steering actuator can quickly complete the alignment operation, allowing the user to use the steering wheel as soon as possible.

[0012] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, while controlling the rack to move at a first moving speed and locking the steering wheel, the control method also includes: determining whether the tires of the vehicle are blocked; if so, obtaining the actual rack position after the rack moves at the first moving speed; unlocking the steering wheel, and controlling the steering wheel to rotate at a calibrated speed so that the actual steering angle of the steering wheel reaches a preset steering angle corresponding to the actual rack position.

[0013] In the above technical solution, while the rack is controlled to move at the first moving speed and the steering wheel is locked, if it is determined that the tire of the vehicle is blocked, it means that the tire cannot rotate. Because the tire cannot rotate, the rack cannot move, and the steering actuator cannot continue to perform the alignment operation. By controlling the steering wheel to rotate at a calibrated speed, the actual steering angle of the steering wheel reaches the preset steering angle corresponding to the actual rack position, thereby ensuring that the alignment operation is performed smoothly and improving the success rate of the angle alignment between the steering wheel and the steering actuator.

[0014] In the above technical solution, by treating both the steering wheel and the steering actuator as controlled objects and controlling the steering wheel and the steering actuator to perform alignment operations together, the angular alignment time of the steering wheel and the steering actuator can be shortened, the alignment efficiency can be improved, and the user can control the steering wheel as early as possible, which is beneficial to improving driving safety.

[0015] In combination with the first aspect and the above-mentioned implementations, in some possible implementations, the alignment condition includes at least one of the following information: detecting that the vehicle is powered on; detecting that the vehicle exits the game mode; detecting that the autonomous driving assistance function of the vehicle is turned off.

[0016] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the determination of whether it is necessary to perform the alignment operation of the steering wheel and the steering actuator includes: determining the angle difference between the actual steering angle of the steering wheel and the preset steering angle corresponding to the actual rack position of the rack; and determining whether the angle difference is greater than the preset difference to determine whether it is necessary to perform the alignment operation of the steering wheel and the steering actuator.

[0017] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, while controlling the steering actuator to perform the alignment operation, the control method also includes: outputting a first prompt information about the alignment of the steering wheel and the steering actuator; after controlling the steering actuator to perform the alignment operation, the control method also includes: in response to an execution completion instruction of the alignment operation, outputting a second prompt information about the completion of the alignment of the steering wheel and the steering actuator.

[0018] In a second aspect, a control device for a vehicle is provided, wherein the steer-by-wire system of the vehicle comprises a steering wheel and a steering actuator, and the control device comprises:

[0019] A judgment module, used for judging whether it is necessary to perform an alignment operation between the steering wheel and the steering actuator when an alignment condition between the steering wheel and the steering actuator is met;

[0020] An execution module is used to control the steering actuator to perform the alignment operation so that the corresponding relationship between the steering angle of the steering wheel and the rack position of the rack in the steering actuator conforms to a preset mapping relationship; wherein the preset mapping relationship includes a plurality of preset rack positions corresponding to different preset steering angles.

[0021] In conjunction with the second aspect, in some possible implementations, the execution module includes:

[0022] The first execution unit is used to determine whether the vehicle meets the preset detection conditions; wherein the preset detection conditions include that the vehicle speed is greater than the preset speed or the vehicle speed cannot be detected; if not, the rack is controlled to move at a first moving speed to move the rack to a preset rack position corresponding to the actual steering angle of the steering wheel; if so, the rack is controlled to move at a second moving speed to move the rack to a preset rack position corresponding to the actual steering angle of the steering wheel; wherein the second moving speed is greater than the first moving speed.

[0023] In combination with the second aspect and the above implementation manner, in some possible implementation manners, the control device further includes:

[0024] The locking unit is used to lock the steering wheel while controlling the rack to move at a first moving speed.

[0025] In combination with the second aspect and the above implementation manner, in some possible implementation manners, the control device further includes:

[0026] The second execution unit is used to control the rack to move at the first moving speed and lock the steering wheel, and at the same time, determine again whether the vehicle meets the preset detection condition; if so, adjust the first moving speed to the second moving speed and unlock the steering wheel.

[0027] In combination with the second aspect and the above implementation manner, in some possible implementation manners, the control device further includes:

[0028] The third execution unit is used to determine whether the tire of the vehicle is blocked while controlling the rack to move at a first moving speed and locking the steering wheel; if so, obtain the actual rack position after the rack moves at the first moving speed; unlock the steering wheel, and control the steering wheel to rotate at a calibrated speed so that the actual steering angle of the steering wheel reaches a preset steering angle corresponding to the actual rack position.

[0029] In conjunction with the second aspect, in some possible implementations, the execution module further includes:

[0030] A fourth execution unit is used to select a target steering angle from the steering angle range of the steering wheel; wherein the target steering angle is not the actual steering angle of the steering wheel; control the steering wheel to rotate at a calibrated speed so that the actual steering angle of the steering wheel reaches the target steering angle; and control the rack to move at a calibrated moving speed so as to move the rack to a preset rack position corresponding to the target steering angle.

[0031] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the alignment condition includes at least one of the following information: detecting that the vehicle is powered on; detecting that the vehicle exits the game mode; detecting that the automatic driving assistance function of the vehicle is turned off.

[0032] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the judgment module is used to: determine the angle difference between the actual steering angle of the steering wheel and the preset steering angle corresponding to the actual rack position of the rack; and judge whether the angle difference is greater than the preset difference to judge whether it is necessary to perform the alignment operation of the steering wheel and the steering actuator.

[0033] In combination with the second aspect and the above implementation manner, in some possible implementation manners, the control device further includes:

[0034] a first prompting unit, configured to output first prompting information on aligning the steering wheel with the steering actuator while controlling the steering actuator to perform the alignment operation;

[0035] The second prompting unit is used to output second prompting information about the completion of the alignment between the steering wheel and the steering actuator in response to the execution completion instruction of the alignment operation.

[0036] In a third aspect, a vehicle is provided, comprising a steer-by-wire system, a memory, and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, so that the vehicle executes the vehicle control method in the first aspect or any possible implementation of the first aspect.

[0037] In a fourth aspect, a computer program product is provided, which includes: a computer program code, which, when executed on a computer, enables the computer to execute the vehicle control method in the above-mentioned first aspect or any possible implementation of the first aspect.

[0038] In a fifth aspect, a computer-readable storage medium is provided, which stores a computer program code. When the computer program code runs on a computer, the computer executes the vehicle control method in the above-mentioned first aspect or any possible implementation of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] Figure 1 shows a structural diagram of a vehicle steer-by-wire system;

[0040] Figure 2 A schematic flow chart of a vehicle control method provided in an embodiment of the present application is shown;

[0041] Figure 3 shows the functional logic block diagram of the steer-by-wire system;

[0042] Figure 4 A schematic diagram showing a steering wheel and a steering actuator performing an alignment operation;

[0043] Figure 5 A schematic structural diagram of a vehicle control device provided in an embodiment of the present application is shown;

[0044] Figure 6 A schematic structural diagram of a vehicle provided in an embodiment of the present application is shown. DETAILED DESCRIPTION

[0045] The technical solution in the present application will be described clearly and in detail below in conjunction with the accompanying drawings. In the description of the embodiments of the present application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, "multiple" means two or more than two.

[0046] In the following, the terms "first" and "second" are used for descriptive purposes only and are not to be understood as suggesting or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0047] like Figure 1As shown, Figure 1 The structure diagram of the vehicle's wire-controlled steering system is shown. The vehicle includes a wire-controlled steering system (Steering-By-Wire System, SBW). The wire-controlled steering system includes: a feel simulator and a steering actuator. The feel simulator includes a steering wheel 101, a feel controller 102, an angle sensor 103, a torque sensor 104, a feel motor 105, a speed reduction mechanism 106, etc. Among them, the angle sensor 103, the torque sensor 104 and the feel motor 105 are all electrically connected to the feel controller 102. The steering actuator includes a steering motor 201, a steering execution controller 202, an angle sensor 203, a gear 204, a rack 205, a front wheel 206, a speed reduction mechanism 207, etc. Among them, the speed reduction mechanism 106 and the angle sensor 203 are both electrically connected to the steering execution controller 202, and the steering execution controller 202 is connected to the feel controller 102 in communication, and the two exchange information. Regarding the steering control of the front wheels 206: the hand feeling controller 102 sends the steering information of the steering wheel 101 to the steering execution controller 202, and the steering execution controller 202 controls the steering motor 201 to rotate, thereby driving the gear 204 to rotate, and the gear 204 rotates to drive the rack 205 to move, thereby realizing the steering of the front wheels 206. Regarding road feeling simulation: the steering execution controller 202 sends the road condition information to the hand feeling controller 102, and the hand feeling controller 102 controls the hand feeling motor 105 to output the corresponding torque, thereby realizing road feeling simulation.

[0048] Since the steering wheel and the steering actuator in the vehicle's wire-controlled steering system can be decoupled, after decoupling, it is easy to cause an angle difference between the steering wheel and the steering actuator, which in turn affects the user's normal driving. Therefore, the embodiments of the present application provide a vehicle control method, a vehicle and a computer-readable storage medium to solve the problem that after the steering wheel and the steering actuator in the wire-controlled steering system are decoupled, it is easy to cause an angle difference between the steering wheel and the steering actuator, which in turn affects the user's normal driving.

[0049] The following is an embodiment of a vehicle control method provided in an embodiment of the present application.

[0050] Figure 2 A schematic flow chart of a vehicle control method provided by an embodiment of the present application is shown, such as Figure 2 As shown, the vehicle control method provided in the embodiment of the present application is applied to a steer-by-wire system, and the vehicle control method includes the following schemes:

[0051] S110: Determine whether the alignment condition between the steering wheel and the steering actuator is met; if yes, execute S120;

[0052] S120: Determine whether it is necessary to perform an alignment operation between the steering wheel and the steering actuator; if yes, execute S130; if no, return to S110;

[0053] S130: Control the steering actuator to perform the alignment operation so that the correspondence between the steering angle of the steering wheel and the rack position of the rack in the steering actuator conforms to a preset mapping relationship; wherein the preset mapping relationship includes preset rack positions corresponding to multiple different preset steering angles.

[0054] In an exemplary embodiment, in order to improve the safety of the user's driving, before the user takes over and directly drives the vehicle, it is determined whether the alignment condition of the steering wheel and the steering actuator is met. If the alignment condition is not met, it means that the steering wheel and the steering actuator have not been decoupled, and no subsequent operation is required, that is, the process ends. If the alignment condition is met, it means that the steering wheel and the steering actuator have been decoupled, and there may be an angle deviation between the steering wheel and the steering actuator, and then it is determined whether the vehicle needs to perform the alignment operation of the steering wheel and the steering actuator. If it is determined that the alignment operation does not need to be performed, it means that although the steering wheel and the steering actuator are decoupled, the angle between the steering wheel and the steering actuator is aligned, and no alignment is required, then it returns to S110, and outputs a prompt message to prompt the user to drive the vehicle normally.

[0055] If it is determined that an alignment operation needs to be performed, it means that the steering wheel and the steering actuator are decoupled, but the angle between the steering wheel and the steering actuator is not aligned, there is an angle deviation, and alignment is required, then the steering actuator is controlled to perform an alignment operation, thereby achieving the angle alignment of the steering wheel and the steering actuator. Among them, controlling the steering actuator to perform the alignment operation can avoid scaring the user when the user does not know that the vehicle has the function of automatically aligning the angle of the steering wheel and the steering actuator. In addition, when it is determined that an alignment operation needs to be performed, the steering wheel can be controlled to perform the alignment operation, and the steering wheel rotates by itself, so that the user can intuitively see that the steering wheel is performing the alignment operation; when it is determined that an alignment operation needs to be performed, the steering wheel and the steering actuator can be controlled to perform the alignment operation together, that is, the steering wheel and the steering actuator will act together, thereby speeding up the alignment efficiency.

[0056] In the steer-by-wire system, the hand feel simulator and the steering actuator interact with each other by signals. When the steering wheel and the steering actuator are not decoupled, the steering wheel rotates to a certain steering angle, and the steering actuator controls the steering motor to drive the rack to move, and the rack moves to the corresponding position, thereby realizing the steering control of the front wheels. It can be seen that after the steering wheel rotates to a certain steering angle, the rack in the steering actuator will move to the corresponding position, then, there is a mapping relationship between the steering angle of the steering wheel and the rack position of the rack. Therefore, when the steering wheel and the steering actuator are not decoupled, each steering angle of the steering wheel can be mapped to a rack position in advance, thereby establishing a mapping relationship between the steering angle of the steering wheel and the rack position of the rack, which is called a preset mapping relationship, that is, the preset mapping relationship includes a plurality of preset rack positions corresponding to different preset steering angles.

[0057] After controlling the steering actuator to perform the alignment operation, there will be a steering angle of the steering wheel and a rack position corresponding to the steering angle of the steering wheel, and then determine whether the steering angle of the steering wheel and the rack position corresponding to the steering angle of the steering wheel exist in the preset mapping relationship. If so, it means that the angle alignment of the steering wheel and the steering actuator is successfully completed, and the correspondence between the steering angle of the steering wheel and the rack position of the rack in the steering actuator conforms to the preset mapping relationship.

[0058] In addition, when the steering wheel and the steering actuator are not decoupled, the steering wheel rotates a certain steering angle and the front wheels also rotate a certain angle, that is, a certain steering wheel steering angle corresponds to a front wheel rotation angle, thereby pre-establishing a preset association relationship between the steering wheel steering angle and the front wheel rotation angle, that is, the preset association relationship includes preset front wheel rotation angles corresponding to a plurality of different preset steering angles. If it is determined that the steering angle of the steering wheel and the rack position corresponding to the steering angle of the steering wheel exist in the above-mentioned preset mapping relationship, it is further determined whether the steering angle of the steering wheel and the front wheel rotation angle corresponding to the steering angle of the steering wheel are in the preset association relationship. If so, it is determined that the angle alignment of the steering wheel and the steering actuator is successfully completed, thereby achieving misjudgment of alignment detection.

[0059] In the embodiment of the present application, when the alignment conditions of the steering wheel and the steering actuator are met, it is determined whether it is necessary to perform the alignment operation of the steering wheel and the steering actuator. If so, the steering actuator is controlled to perform the alignment operation so that the correspondence between the steering angle of the steering wheel and the rack position of the rack in the steering actuator conforms to the technical solution of a preset mapping relationship including preset rack positions corresponding to multiple different preset steering angles. This solves the problem that after the steering wheel and the steering actuator in the wire-controlled steering system are decoupled, an angle difference is easily caused between the steering wheel and the steering actuator, thereby affecting the user's normal driving. The angle alignment of the steering wheel and the steering actuator in the decoupled state in the wire-controlled steering system can be achieved, thereby improving driving safety.

[0060] like Figure 3 As shown, Figure 3 The functional logic block diagram of the wire-controlled steering system is shown. The wire-controlled steering system includes an angle deviation monitoring function, an angle alignment function, a tire blockage detection function, a SWB state signal output function, a SWB alignment signal output function, a vehicle speed signal receiving function, a SWB enable signal receiving function, and an alignment information prompting function. Among them, the angle deviation monitoring function refers to detecting whether there is an angle deviation between the steering wheel and the steering actuator, the angle alignment function refers to controlling the steering wheel and / or the steering actuator to perform an alignment operation, the tire blockage detection function refers to detecting whether the vehicle tire is blocked by an obstacle, the SWB state signal output function refers to the wire-controlled steering system outputting its own working status information, the SWB alignment signal output function refers to the wire-controlled steering system outputting a signal whether the steering wheel and the steering actuator are aligned, the vehicle speed signal includes the detected vehicle speed or the vehicle speed cannot be detected or the detected vehicle speed is abnormal, the SWB enable signal is a signal used to control the motor of the wire-controlled steering system to work normally, and the alignment information prompting function is used to prompt the user that the vehicle is performing the alignment function or the vehicle has completed the alignment.

[0061] The following Figure 1 The specific implementation methods of each step in the illustrated embodiment are described as follows:

[0062] In a possible implementation, the controlling the steering actuator to perform the alignment operation includes the following scheme:

[0063] Determine whether the vehicle meets the preset detection conditions;

[0064] If not, controlling the rack to move at a first moving speed to move the rack to a preset rack position corresponding to the actual steering angle of the steering wheel;

[0065] If so, the rack is controlled to move at a second moving speed to move the rack to a preset rack position corresponding to the actual steering angle of the steering wheel; wherein the second moving speed is greater than the first moving speed.

[0066] The preset detection conditions include the vehicle speed being greater than the preset speed or the vehicle speed being unable to be detected; wherein, if the vehicle speed is detected to be greater than the preset speed before the alignment operation is performed, it means that the vehicle speed has increased and the user is about to start driving the vehicle, and it is necessary to quickly complete the angle alignment of the steering wheel and the steering actuator so that the user can use the steering wheel as soon as possible. The failure to detect the vehicle speed means that the current vehicle speed cannot be known, and it is impossible to judge whether the user has started driving the vehicle, and it is necessary to quickly complete the angle alignment of the steering wheel and the steering actuator so that the user can use the steering wheel as soon as possible. If the vehicle speed can be detected and the vehicle speed is less than or equal to the preset speed, it is considered that the vehicle is stationary and the user basically will not use the steering wheel, then the control rack is moved at the first moving speed to align the angle of the steering wheel and the steering actuator.

[0067] If it is determined that the vehicle does not meet the preset detection conditions, indicating that the user basically does not know how to use the steering wheel, the steering actuator is used as the control object, and the rack in the steering actuator is controlled to move at a first moving speed, thereby moving the rack to a preset rack position corresponding to the actual steering angle of the steering wheel.

[0068] Among them, the actual steering angle of the steering wheel is currently detected by the steering angle sensor, and the preset rack position corresponding to the actual steering angle is obtained according to the above preset mapping relationship; controlling the rack movement is actually that after the steering execution controller receives the preset rack position corresponding to the actual steering angle sent by the hand feeling controller, the steering execution controller controls the steering motor to rotate, thereby driving the gear to rotate, and the gear rotation drives the rack to move at the first moving speed. The following control of the rack movement is the same as the above control process, and will not be repeated.

[0069] If it is determined that the vehicle meets the preset detection conditions, indicating that the user is very likely to use the steering wheel and needs to complete the alignment operation quickly, the steering actuator is taken as the control object, and the rack in the steering actuator is controlled to move at a second moving speed greater than the first moving speed, thereby moving the rack to a preset rack position corresponding to the actual steering angle of the steering wheel, thereby quickly completing the angle alignment between the steering wheel and the steering actuator, allowing the user to use the steering wheel to drive the vehicle as soon as possible, which is conducive to improving driving safety.

[0070] In a possible implementation, while controlling the rack to move at the first moving speed, the control method further includes the following solution:

[0071] Lock the steering wheel.

[0072] When it is determined that the user basically does not know how to use the steering wheel, in order to prevent the steering wheel from being touched, causing the steering angle of the steering wheel to change, thereby causing alignment failure, the steering wheel is locked through the hand feel simulator, that is, the steering wheel cannot be rotated even if an external force is applied, which is conducive to improving the success rate of alignment. Among them, when the rack moves at the first moving speed, the steering wheel will remain locked even if the SWB enable signal is received. The process of locking the steering wheel includes: when the user turns the steering wheel, the force applied to the steering wheel to rotate the steering wheel is called the steering wheel turning force, and the hand feel controller controls the hand feel motor to generate a reaction force, which is greater than the steering wheel turning force, and the direction of the reaction force is opposite to the direction of the steering wheel turning force. Since the reaction force is greater than the steering wheel turning force, the external force cannot turn the steering wheel, thereby achieving the steering wheel lock.

[0073] In a possible implementation, while controlling the rack to move at a first moving speed and locking the steering wheel, the control method further includes the following solution:

[0074] Determining again whether the vehicle meets the preset detection condition;

[0075] If so, the first moving speed is adjusted to the second moving speed, and the steering wheel is unlocked.

[0076] While controlling the rack to move at the first moving speed and locking the steering wheel, that is, in the process of controlling the steering actuator to perform the alignment operation, it is judged again whether the vehicle meets the preset detection conditions. If not, the rack is still controlled to move at the first moving speed and the steering wheel is locked; if it is satisfied, indicating that the user may use the steering wheel, the first moving speed is adjusted to the second moving speed, and the steering wheel is unlocked. By adjusting the first moving speed to the second moving speed, the steering actuator can quickly perform the alignment operation, allowing the user to use the steering wheel as soon as possible. Among them, the method of adjusting the first moving speed of the rack to the second moving speed is: first, the steering execution controller controls the steering motor to rotate at the first preset speed, and the rack moves at the first moving speed. When it is determined again that the vehicle meets the preset detection conditions, the steering execution controller controls the steering motor to rotate at the second preset speed, and the rack moves at the second moving speed, thereby adjusting the first moving speed of the rack to the second moving speed, thereby increasing the moving speed of the rack. The process of unlocking the steering wheel includes: controlling the reaction force generated by the hand feel motor through the hand feel controller to be smaller than the steering wheel turning force. When the reaction force is smaller than the steering wheel turning force, the user can turn the steering wheel to unlock the steering wheel.

[0077] In a possible implementation, while controlling the rack to move at a first moving speed and locking the steering wheel, the control method further includes the following solution:

[0078] determining whether a tire of the vehicle is blocked;

[0079] If yes, obtaining the actual rack position after the rack moves at the first moving speed;

[0080] The steering wheel is unlocked and controlled to rotate at a calibrated speed so that the actual steering angle of the steering wheel reaches a preset steering angle corresponding to the actual rack position.

[0081] While controlling the rack to move at the first moving speed and locking the steering wheel, determine whether the tire of the vehicle is blocked. If the tire of the vehicle is blocked, it is determined that the tire cannot be steered. Because the tire cannot be steered, the rack will be unable to move, and the steering actuator cannot continue to perform the alignment operation. In order to ensure that the alignment operation is successfully completed, the steering wheel is unlocked and the steering wheel is controlled to continue to perform the alignment operation. Specifically, after determining that the tire cannot rotate, the actual rack position after the rack moves at the first moving speed is obtained. According to the above-mentioned preset mapping relationship and the actual rack position, the preset steering angle corresponding to the actual rack position can be obtained, and the steering wheel is controlled to rotate at a calibrated speed, so that the actual steering angle of the steering wheel reaches the preset steering angle corresponding to the actual rack position, thereby ensuring that the alignment operation is successfully performed and improving the success rate of the angle alignment between the steering wheel and the steering actuator. Among them, the process of controlling the steering wheel to continue to perform the alignment operation includes: controlling the hand feel motor to rotate at a preset motor speed through the hand feel controller. Since the hand feel motor is connected to the steering wheel through a reduction mechanism, the steering wheel will rotate at a calibrated speed during the process of the hand feel motor rotating at the preset motor speed, so that the actual steering angle of the steering wheel reaches the preset steering angle corresponding to the actual rack position, thereby controlling the steering wheel to perform the alignment operation.

[0082] In a possible implementation, after determining that the alignment operation of the steering wheel and the steering actuator needs to be performed, the steering wheel and the steering actuator may be controlled to perform the alignment operation together. The specific process is as follows:

[0083] Selecting a target steering angle from the steering angle range of the steering wheel; wherein the target steering angle is not the actual steering angle of the steering wheel;

[0084] controlling the steering wheel to rotate at a calibrated speed so that the actual steering angle of the steering wheel reaches the target steering angle; and,

[0085] The rack is controlled to move at a calibrated moving speed to move the rack to a preset rack position corresponding to the target steering angle.

[0086] The steering wheel and the steering actuator are both controlled objects, and the steering wheel and the steering actuator are controlled to perform the alignment operation together. The specific process is as follows: select an angle within the steering angle range of the steering wheel to obtain the target steering angle. The target steering angle is not the actual steering angle of the steering wheel. Figure 4 As shown, Figure 4 A schematic diagram showing the steering wheel and steering actuator performing an alignment operation. Figure 4 In , A1 indicates the current position of the steering wheel, the steering angle when the steering wheel is in position A1 is the actual steering angle, B1 indicates the actual rack position after the steering wheel is decoupled from the steering actuator, A2 indicates the position of the steering wheel when it is turned to the target steering angle, and B2 indicates the position that the rack should reach when the steering wheel is turned to position A2 when the steering wheel is not decoupled from the steering actuator, that is, the preset rack position corresponding to the target steering angle. After selecting the target steering angle, the steering wheel is controlled to rotate at a calibrated speed so that the actual steering angle of the steering wheel reaches the target steering angle, that is, the steering wheel rotates from position A1 to position A2, and the rack is also controlled to move at a calibrated moving speed accordingly, moving the rack from position B1 to position B2, that is, moving the rack to the preset rack position corresponding to the target steering angle. By controlling the steering wheel and the steering actuator at the same time, the rack is moved together while the steering wheel is turned, thereby completing the alignment operation, which can shorten the angle alignment time between the steering wheel and the steering actuator, improve the alignment efficiency, and facilitate the user to control the steering wheel as soon as possible, which is conducive to improving driving safety.

[0087] In a possible implementation, the alignment condition includes at least one of the following information:

[0088] The vehicle is detected to be powered on;

[0089] detecting that the vehicle exits gaming mode;

[0090] It is detected that the autonomous driving assistance function of the vehicle is turned off.

[0091] On the one hand, since the wire-controlled steering system requires power supply to work, when the vehicle is powered off, the steering wheel and the steering actuator will be decoupled. Even if the steering wheel is rotated, the wheels cannot turn or steer. If it is detected that the vehicle is powered on, it means that the steering wheel and the steering actuator have been decoupled. On the other hand, the vehicle with the wire-controlled steering system has a game mode. After the vehicle enters the game mode, the real steering wheel and the steering actuator are decoupled. The real steering wheel can be used as a simulated steering wheel for a simulated vehicle in the game. When the user turns the real steering wheel while playing the game, the vehicle's wheels cannot turn. If it is detected that the vehicle exits the game mode, it means that the real steering wheel and the steering actuator have been decoupled. On the other hand, the vehicle with the wire-controlled steering system has an automatic driving assistance function. After the automatic driving assistance function (for example, the city automatic driving assistance function) is enabled, the steering wheel and the steering actuator are decoupled, the vehicle drives automatically, and the user does not need to operate the steering wheel. If it is detected that the automatic driving assistance function of the vehicle is turned off, it means that the steering wheel and the steering actuator have been decoupled, and the user may need to operate the steering wheel.

[0092] In a possible implementation, the above-mentioned determination of whether it is necessary to perform the operation of aligning the steering wheel with the steering actuator further includes the following scheme:

[0093] determining an angle difference between an actual steering angle of the steering wheel and a preset steering angle corresponding to an actual rack position of the rack;

[0094] It is determined whether the angle difference is greater than a preset difference to determine whether an alignment operation of the steering wheel and the steering actuator needs to be performed.

[0095] Get the actual steering angle of the current position of the steering wheel and the actual rack position of the rack. According to the above preset mapping relationship and the actual rack position, get the preset steering angle corresponding to the actual rack position. Calculate the angle difference between the actual steering angle and the preset steering angle corresponding to the actual rack position. If the angle difference is less than or equal to the preset difference, it means that the angle difference between the steering wheel and the steering actuator is within a reasonable range and the steering wheel and the steering actuator are aligned. If the angle difference is greater than the preset difference, it means that there is an angle deviation between the steering wheel and the steering actuator, and the two are not aligned. It is necessary to perform the alignment operation of the steering wheel and the steering actuator.

[0096] In a possible implementation, while controlling the steering actuator to perform the alignment operation, the control method further includes the following solutions:

[0097] Outputting first prompt information about aligning the steering wheel with the steering actuator.

[0098] In order to avoid alignment failure caused by the user touching the steering wheel, during the process of controlling the steering actuator to perform the alignment operation, the display device of the vehicle is controlled to output a first prompt message about the alignment of the steering wheel and the steering actuator. For example, the first prompt message is "The steering system is aligning, please do not touch the steering wheel". The first prompt message can be output by voice or by text display.

[0099] After controlling the steering actuator to perform the alignment operation, the control method further includes the following:

[0100] In response to the execution completion instruction of the alignment operation, second prompt information regarding completion of the alignment between the steering wheel and the steering actuator is output.

[0101] After the steering wheel and / or the steering actuator completes the alignment operation, a second prompt message about the alignment of the steering wheel and the steering actuator is output, and the control-by-wire steering system enters a normal working state, and the user can normally operate the steering wheel to drive the vehicle. The second prompt message is, for example, "The steering system has been aligned, and the steering wheel can be operated", and the second prompt message can be output by voice or by text display.

[0102] The following is an embodiment of the device of the present application, which can be used to execute the embodiment of the method of the present application. For details not disclosed in the embodiment of the device of the present application, please refer to the embodiment of the method of the present application.

[0103] Figure 5 FIG. 1 is a schematic diagram showing the structure of a vehicle control device provided by an embodiment of the present application. Figure 5 As shown, the vehicle's steer-by-wire system includes a steering wheel and a steering actuator, and the vehicle's control device 500 includes:

[0104] A judgment module 510, configured to judge whether it is necessary to perform an alignment operation between the steering wheel and the steering actuator when an alignment condition between the steering wheel and the steering actuator is met;

[0105] The execution module 520 is used to control the steering actuator to perform the alignment operation so that the corresponding relationship between the steering angle of the steering wheel and the rack position of the rack in the steering actuator conforms to a preset mapping relationship; wherein the preset mapping relationship includes a plurality of preset rack positions corresponding to different preset steering angles.

[0106] In a possible implementation, the execution module 520 includes:

[0107] The first execution unit is used to determine whether the vehicle meets the preset detection conditions; wherein the preset detection conditions include that the vehicle speed is greater than the preset speed or the vehicle speed cannot be detected; if not, the rack is controlled to move at a first moving speed to move the rack to a preset rack position corresponding to the actual steering angle of the steering wheel; if so, the rack is controlled to move at a second moving speed to move the rack to a preset rack position corresponding to the actual steering angle of the steering wheel; wherein the second moving speed is greater than the first moving speed.

[0108] In a possible implementation, the control device 500 further includes:

[0109] The locking unit is used to lock the steering wheel while controlling the rack to move at a first moving speed.

[0110] In a possible implementation, the control device 500 further includes:

[0111] The second execution unit is used to control the rack to move at the first moving speed and lock the steering wheel, and at the same time, determine again whether the vehicle meets the preset detection condition; if so, adjust the first moving speed to the second moving speed and unlock the steering wheel.

[0112] In a possible implementation, the control device 500 further includes:

[0113] The third execution unit is used to determine whether the tire of the vehicle is blocked while controlling the rack to move at a first moving speed and locking the steering wheel; if so, obtain the actual rack position after the rack moves at the first moving speed; unlock the steering wheel, and control the steering wheel to rotate at a calibrated speed so that the actual steering angle of the steering wheel reaches a preset steering angle corresponding to the actual rack position.

[0114] In one possible implementation, the alignment condition includes at least one of the following information: detecting that the vehicle is powered on; detecting that the vehicle exits a gaming mode; and detecting that an autonomous driving assistance function of the vehicle is turned off.

[0115] In one possible implementation, the judgment module 510 is used to: determine the angle difference between the actual steering angle of the steering wheel and the preset steering angle corresponding to the actual rack position of the rack; and determine whether the angle difference is greater than the preset difference to determine whether it is necessary to perform an alignment operation between the steering wheel and the steering actuator.

[0116] In a possible implementation, the control device 500 further includes:

[0117] a first prompting unit, configured to output first prompting information on aligning the steering wheel with the steering actuator while controlling the steering actuator to perform the alignment operation;

[0118] The second prompting unit is used to output second prompting information about the completion of the alignment between the steering wheel and the steering actuator in response to the execution completion instruction of the alignment operation.

[0119] It should be noted that the vehicle control device provided in the above embodiment only uses the division of the above functional modules as an example when executing the vehicle control method. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above. In addition, the vehicle control device provided in the above embodiment and the vehicle control method embodiment belong to the same concept. Therefore, for details not disclosed in the device embodiment of the present application, please refer to the vehicle control method embodiment of the present application, which will not be repeated here.

[0120] The serial numbers of the above-mentioned embodiments of the present application are for description only and do not represent the advantages or disadvantages of the embodiments.

[0121] Figure 6 FIG. 1 shows a schematic diagram of the structure of a vehicle provided in an embodiment of the present application. Figure 6 As shown, the vehicle 600 includes: a wire-controlled steering system 603, a memory 601 and a processor 602, wherein the memory 601 stores an executable program code 6011, and the processor 602 is used to call and execute the executable program code 6011 to perform a vehicle control method.

[0122] In this embodiment, the functional modules of the vehicle can be divided according to the above method example. For example, each functional module can be corresponded, or two or more functions can be integrated into one processing module. The above integrated module can be implemented in the form of hardware. It should be noted that the division of modules in this embodiment is schematic and is only a logical function division. There may be other division methods in actual implementation.

[0123] In the case of dividing each functional module according to each function, the vehicle may include: a judgment module, a control module, etc. It should be noted that all relevant contents of each step involved in the above method embodiment can be referred to the functional description of the corresponding functional module, which will not be repeated here.

[0124] The vehicle provided in this embodiment is used to execute the above-mentioned vehicle control method, and thus can achieve the same effect as the above-mentioned implementation method.

[0125] In the case of an integrated unit, the vehicle may include a processing module and a storage module. The processing module may be used to control and manage the actions of the vehicle. The storage module may be used to support the vehicle to execute mutual program codes and data.

[0126] The processing module may be a processor or a controller, which may implement or execute various exemplary logic blocks, modules and circuits disclosed in the present application. The processor may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc. The storage module may be a memory.

[0127] This embodiment also provides a computer-readable storage medium, in which a computer program code is stored. When the computer program code is run on a computer, the computer executes the above-mentioned related method steps to implement a vehicle control method in the above-mentioned embodiment.

[0128] This embodiment also provides a computer program product. When the computer program product is run on a computer, the computer is caused to execute the above-mentioned related steps to implement a vehicle control method in the above-mentioned embodiment.

[0129] In addition, the vehicle provided in the embodiments of the present application may specifically be a chip, component or module, and the vehicle may include a connected processor and memory; wherein the memory is used to store instructions, and when the vehicle is running, the processor may call and execute instructions so that the chip executes a vehicle control method in the above-mentioned embodiments.

[0130] Among them, the vehicle, computer-readable storage medium, computer program product or chip provided in this embodiment are all used to execute the corresponding vehicle control method provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding vehicle control method provided above, and will not be repeated here.

[0131] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0132] In the embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic, for example, the division of modules or units is only a logical function division, and there may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0133] The above contents are only specific implementation methods of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A vehicle control method, characterized in that: The vehicle's steer-by-wire system includes a steering wheel and a steering actuator; The control method comprises: When the alignment condition between the steering wheel and the steering actuator is met, determining whether it is necessary to perform an alignment operation between the steering wheel and the steering actuator; If so, the steering actuator is controlled to perform the alignment operation so that the correspondence between the steering angle of the steering wheel and the rack position of the rack in the steering actuator conforms to a preset mapping relationship; wherein the preset mapping relationship includes preset rack positions corresponding to multiple different preset steering angles.

2. The control method according to claim 1, characterized in that: The controlling the steering actuator to perform the alignment operation comprises: Determine whether the vehicle meets a preset detection condition; wherein the preset detection condition includes that the vehicle speed is greater than a preset vehicle speed or the vehicle speed cannot be detected; If not, controlling the rack to move at a first moving speed to move the rack to a preset rack position corresponding to the actual steering angle of the steering wheel; If so, the rack is controlled to move at a second moving speed to move the rack to a preset rack position corresponding to the actual steering angle of the steering wheel; wherein the second moving speed is greater than the first moving speed.

3. The control method according to claim 2, characterized in that: While controlling the rack to move at a first moving speed, the control method further includes: Lock the steering wheel.

4. The control method according to claim 3, characterized in that: While controlling the rack to move at a first moving speed and locking the steering wheel, the control method further includes: Determining again whether the vehicle meets the preset detection condition; If so, the first moving speed is adjusted to the second moving speed, and the steering wheel is unlocked.

5. The control method according to claim 3, characterized in that: While controlling the rack to move at a first moving speed and locking the steering wheel, the control method further includes: determining whether a tire of the vehicle is blocked; If yes, obtaining the actual rack position after the rack moves at the first moving speed; The steering wheel is unlocked and controlled to rotate at a calibrated speed so that the actual steering angle of the steering wheel reaches a preset steering angle corresponding to the actual rack position.

6. The control method according to any one of claims 1 to 5, characterized in that: The alignment condition includes at least one of the following information: The vehicle is detected to be powered on; detecting that the vehicle exits gaming mode; It is detected that the autonomous driving assistance function of the vehicle is turned off.

7. The control method according to any one of claims 1 to 5, characterized in that: The determining whether it is necessary to perform an alignment operation between the steering wheel and the steering actuator comprises: determining an angle difference between an actual steering angle of the steering wheel and a preset steering angle corresponding to an actual rack position of the rack; It is determined whether the angle difference is greater than a preset difference to determine whether an alignment operation of the steering wheel and the steering actuator needs to be performed.

8. The control method according to any one of claims 1 to 5, characterized in that: While controlling the steering actuator to perform the alignment operation, the control method further includes: Outputting first prompt information about aligning the steering wheel with the steering actuator; After controlling the steering actuator to perform the alignment operation, the control method further includes: In response to the execution completion instruction of the alignment operation, second prompt information regarding completion of the alignment between the steering wheel and the steering actuator is output.

9. A vehicle, characterized in that: The vehicle comprises: Steer-by-wire system; A memory for storing executable program codes; A processor, configured to call and run the executable program code from the memory so that the vehicle executes the vehicle control method as described in any one of claims 1 to 8.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is executed, the vehicle control method according to any one of claims 1 to 8 is implemented.

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