Vehicle steering hand feeling switching method and device, medium, controller and vehicle

Abstract

The invention relates to a steering hand feeling switching method and device of a vehicle, a medium, a controller and the vehicle, a plurality of power-assisted curves calibrated in advance are obtained and stored firstly, and then a target power-assisted curve is called from the power-assisted curves according to steering hand feeling data selected by a user to conduct automatic switching of steering hand feeling. Wherein each power-assisted curve is used for recording a mapping relation between a motor power-assisted value and a steering wheel hand force value of the vehicle at different vehicle speeds, and the motor power-assisted value and the steering wheel hand force value jointly drive a steering wheel of the vehicle to rotate. Therefore, the corresponding assistant curve can be matched and called according to the steering hand feeling data selected by the user, the personalized steering hand feeling requirements of the user in different driving scenes are met, and the proper steering hand feeling is automatically and adaptively switched for the user.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle control, and particularly to a method, device, medium, controller and vehicle for switching the steering feel of a vehicle. Background Art

[0002] Currently, the adjustment of the steering feel of a vehicle mainly displays a limited number of feel modes on the central control screen for the user to manually select and switch.

[0003] However, most existing vehicles cannot provide users with personalized steering feel requirements, and the switching completely depends on manual operation, and cannot achieve adaptive dynamic steering feel switching. Summary of the Invention

[0004] The embodiments of the present application provide a method for switching the steering feel of a vehicle, which can improve the effect of switching the steering feel to at least partially solve the above technical problems.

[0005] To achieve the above object, according to the first aspect of the present application, there is provided a method for switching the steering feel of a vehicle, including: Obtain and store a plurality of pre-calibrated assist curves; According to the steering feel data selected by the user, call the target assist curve from the plurality of assist curves to automatically switch the steering feel; Wherein, each assist curve is used to record the mapping relationship between the motor assist value and the steering wheel hand force value of the vehicle at different vehicle speeds, and the motor assist value and the steering wheel hand force value jointly drive the steering wheel of the vehicle to rotate.

[0006] Optionally, the assist curve includes a plurality of first assist curves at a fixed vehicle speed; the first assist curve is calibrated through the following steps: Obtain the calibration range and step size of the motor assist value; According to the calibration range and step size of the motor assist value, determine a plurality of motor assist values to be calibrated; According to the plurality of motor assist values to be calibrated and the total driving value for driving the steering wheel, determine a plurality of steering wheel hand force values to be calibrated; Perform interpolation fitting processing on the motor assist values to be calibrated and their corresponding steering wheel hand force values to be calibrated to determine the plurality of first assist curves.

[0007] Optionally, the assist curve includes a plurality of second assist curves under a fixed steering feel; the second assist curve is calibrated through the following steps: Obtain a plurality of first assist curves corresponding to each vehicle speed; Select a candidate assist curve from multiple of the first assist curves at different vehicle speeds according to a pre-determined mapping relationship between the motor assist value and the steering wheel hand force value; Integrate the selected multiple candidate assist curves in the same coordinate system to obtain multiple of the second assist curves.

[0008] Optionally, the automatically switching the steering feel by calling a target assist curve from multiple assist curves according to the steering feel data selected by the user includes: Convert each of the assist curves into a corresponding candidate value; Integrate and display the multiple candidate values; In response to the target candidate value selected by the user from the multiple candidate values, call the assist curve corresponding to the target candidate value as the target assist curve for automatically switching the steering feel; Wherein, the candidate value represents the minimum steering wheel hand force value required to rotate the wheel in the mode of using the assist curve when the vehicle is at zero vehicle speed.

[0009] Optionally, the automatically switching the steering feel by calling a target assist curve from multiple assist curves according to the steering feel data selected by the user further includes: Obtain and display multiple pre-calibrated terrain information; Integrate and display the multiple terrain information; In response to the target terrain information selected by the user from the multiple terrain information, call the assist curve corresponding to the target terrain information as the target assist curve for automatically switching the steering feel; Wherein, each of the terrain information includes a terrain name and its corresponding candidate value, and the target assist curve is determined by the candidate value of the target terrain information.

[0010] Optionally, the method further includes: Detect the login status of the user; If the login status of the user is not logged in, record the steering feel data before the vehicle shuts off; If the login status of the user is logged in, obtain the navigation data of the vehicle, and store or switch the steering feel data according to the navigation data.

[0011] Optionally, the method further includes: Obtain the navigation data of the vehicle; When it is recognized that the vehicle is traveling on a first route of a first navigation, record the section information of the first route in real time, and the steering feel data selected in the section information; Store the road section information and the corresponding steering feel data in the vehicle's central control unit or cloud server.

[0012] Optionally, the automatically switching the steering feel by invoking a target assist curve from multiple assist curves according to the steering feel data selected by the user further includes: When it is recognized that the vehicle is traveling on a second route that has been navigated, match the current position of the vehicle with the stored road section information; When successfully matching the target road section corresponding to the current position, obtain the target steering feel data of the target road section; Determine and invoke the target assist curve for automatically switching the steering feel according to the candidate values or terrain information of the target steering feel data.

[0013] Optionally, the method further includes: Control the central control unit to send the steering feel data to the gateway through the MOST bus, so that the gateway forwards the steering feel data to the EPS through the CAN bus for cross-domain communication.

[0014] According to a second aspect of the present application, there is provided a steering feel switching device for a vehicle, including: An assist curve module, configured to obtain and store a plurality of pre-calibrated assist curves; An adaptive switching module, configured to automatically switch the steering feel by invoking a target assist curve from multiple assist curves according to the steering feel data selected by the user; Wherein, each assist curve is used to record the mapping relationship between the motor assist value and the steering wheel hand force value of the vehicle at different vehicle speeds, and the motor assist value and the steering wheel hand force value jointly drive the steering wheel of the vehicle to rotate.

[0015] According to a third aspect of the present application, there is also provided a computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, the steps of the method described above are implemented.

[0016] According to a fourth aspect of the present application, there is also provided a controller, on which a computer program is stored, and when the computer program is executed by a processor, the steps of the method described above are implemented.

[0017] According to a fifth aspect of the present application, there is also provided a vehicle, including the controller described above.

[0018] According to a sixth aspect of the present application, there is also provided a computer program product, including a computer program or instruction, and when the computer program or instruction is executed by a processor, the steps of the method described above are implemented.

[0019] In summary, in the embodiment of the present application, multiple pre-calibrated assistance curves are first obtained and stored, where each assistance curve is used to record the mapping relationship between the motor assistance value and the steering wheel hand force value of the vehicle at different vehicle speeds. The motor assistance value and the steering wheel hand force value jointly drive the steering wheel of the vehicle to rotate. Thus, by calibrating multiple assistance curves, a richer and more delicate steering feel selection can be provided for users to meet the personalized steering feel requirements of users in different driving scenarios. Then, according to the selected steering feel data, the target assistance curve is called from multiple assistance curves to automatically switch the steering feel. Therefore, it is possible to automatically and adaptively switch a suitable steering feel for the user, effectively reducing the burden of frequent manual operations by the driver and improving the efficiency and safety of steering feel switching. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following will briefly introduce the drawings required for the description of the embodiments. Obviously, the drawings in the following description are only some embodiments of the present application. For those skilled in the art, without creative efforts, other drawings can be obtained based on these drawings.

[0021] In order to more fully understand the present application and its beneficial effects, the following will be described in conjunction with the drawings, where the same reference numerals in the following description represent the same parts.

[0022] Figure 1 is a flowchart of the steps of a method for switching the steering feel of a vehicle provided in an exemplary embodiment of the present disclosure; Figure 2 is a schematic diagram of a first assistance curve provided in an exemplary embodiment of the present disclosure; Figure 3 is a schematic diagram of a second assistance curve provided in an exemplary embodiment of the present disclosure; Figure 4 is a schematic diagram of selecting a steering feel by a candidate value provided in an exemplary embodiment of the present disclosure; Figure 5 is a schematic diagram of selecting a steering feel by terrain information provided in an exemplary embodiment of the present disclosure; Figure 6 is a schematic diagram of the overall process of adaptively switching the steering feel for the user provided in an exemplary embodiment of the present disclosure; Figure 7 is the road section information of different road sections provided in an exemplary embodiment of the present disclosure; Figure 8 is a transmission interaction diagram of the steering feel data provided in an exemplary embodiment of the present disclosure; Figure 9It is a schematic diagram of a steering feel switching device for a vehicle provided in an exemplary embodiment of the present disclosure; Figure 10 It is a block diagram of a controller provided in an exemplary embodiment of the present disclosure; Figure 11 It is a block diagram of a vehicle provided in an exemplary embodiment of the present disclosure. Detailed implementation manners

[0023] Next, the technical solutions in the embodiments of the present application will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative efforts belong to the protection scope of the present application.

[0024] Based on the problems mentioned in the foregoing background technology, in the related art, vehicle steering feel adjustment technology mainly provides several preset modes through the central control large screen, such as light, comfortable, steady and other modes. After the user manually selects, the signal is transmitted to the EPS module through the gateway module to achieve feel switching. In addition, the prior art also proposes a method for achieving stepless continuous adjustment between the comfortable and sport modes, or dynamically adjusting the steering wheel feel based on specific scenarios (such as road surface feedback, game mode, etc.) to enhance the driving personalization experience.

[0025] However, the prior art mainly focuses on the implementation of the feel switching method or the mode division of a single dimension, and fails to fully meet the needs of driving users for refined feel adjustment. For example, the existing solutions usually only provide a limited number of feel modes, which cannot cover the precise hand force requirements in different driving scenarios; at the same time, feel switching still requires frequent manual operations by the user, especially in complex road conditions, and the convenience and intelligence of the driving experience still need to be improved. In addition, the prior art lacks the ability to adaptively learn driving habits and driving routes, and cannot achieve automatic feel matching according to historical data, resulting in an unsmooth user experience.

[0026] The present application provides a method for switching the steering feel of a vehicle. Please refer to Figure 1 , the method for switching the steering feel of a vehicle provided in the embodiments of the present application includes steps S101 - S102, which will be introduced in detail below.

[0027] Step S101: Obtain and store a plurality of pre - calibrated assist curves.

[0028] Among them, each assist curve is used to record the mapping relationship between the motor assist value and the steering wheel hand force value of the vehicle at different vehicle speeds. The motor assist value and the steering wheel hand force value jointly drive the steering wheel of the vehicle to rotate. That is to say, this mapping relationship reflects the cooperation mode between the steering wheel hand force applied by the driver and the motor assist provided by the electric power steering system (EPS) under specific vehicle speed conditions.

[0029] Specifically, the actual steering torque of the steering wheel is formed by the combined action of the driver's hand force and the assist output by the motor. Different assist curves correspond to different steering feel modes. For example, in the state where the vehicle is stationary or the vehicle speed is 0, different steering feel modes may correspond to steering wheel hand force values ranging from 1.4 Nm to 4.0 Nm. The corresponding motor assist value can be matched according to this steering wheel hand force value, so as to achieve a lighter or more stable steering experience.

[0030] By refining the traditional three claw setting feel modes of light, comfortable, and stable of the vehicle into multiple smaller interval hand force ranges, this application can provide more diverse and refined steering feel options to meet the personalized needs of different users in different driving scenarios. All assist characteristic curves can be stored in the central control large screen control module of the vehicle, the cloud server, or other storage media for subsequent calling and switching.

[0031] In some embodiments, the assist curve may include multiple first assist curves at a fixed vehicle speed. The first assist curve can be calibrated through the following steps: First, obtain the calibration interval and step size of the motor assist value; Next, determine multiple motor assist values to be calibrated according to the calibration interval and step size of the motor assist value; Then, determine multiple steering wheel hand force values to be calibrated according to the multiple motor assist values to be calibrated and the total driving value for driving the steering wheel; Finally, perform interpolation fitting processing on the motor assist values to be calibrated and their corresponding steering wheel hand force values to be calibrated to determine multiple first assist curves.

[0032] As Figure 3 shown, in this coordinate system, each curve is a first assist curve, which is used to reflect the functional relationship between different motor assist values and their corresponding steering wheel hand force values at a fixed vehicle speed (such as a vehicle speed of 0 km / h).

[0033] First, the range of motor assist values that the electric power steering system can output can be determined, that is, the calibration interval of the motor assist value. For example, the calibration interval is from 1.4 Nm to 4.0 Nm. At the same time, set the step size for the motor assist value to change within this interval. For example, the step size can be set to 0.2 Nm per step, and a total of 14 motor assist values are calibrated.

[0034] Next, according to the above intervals and step sizes, multiple sequences of motor assist values to be calibrated can be generated. For example, the motor assist values in the sequence are 1.4 Nm, 1.6 Nm, 1.8 Nm, 2.0 Nm, etc., until the upper limit value of 4.0 Nm is obtained.

[0035] At different fixed vehicle speeds, set one or more total driving torque values of the steering wheel, that is, the total torque required to drive the front wheels. For example, if a total driving torque value of 6 Nm is set, then for each motor assist value to be calibrated, the corresponding steering wheel hand force value can be calculated by the following formula:

[0036] where, is the total force required to drive the steering wheel (such as 6 Nm), is the motor assist value, is the steering wheel hand force value.

[0037] Only as an example, when the motor assist value is 4.6 Nm, the steering wheel hand force value is 1.4 Nm; when the motor assist value is 3.6 Nm, the steering wheel hand force value is 2.4 Nm; when the motor assist value is 2.0 Nm, the steering wheel hand force value is 4.0 Nm. And so on, multiple pairs of data points of motor assist values and steering wheel hand force values can be obtained.

[0038] Finally, the data points obtained by the above calibration can be used as a reference, and a continuous function relationship curve can be generated through an interpolation fitting algorithm (such as linear interpolation, spline interpolation, etc.), and a complete first assist curve can be obtained. Repeating the above steps, under different total force conditions or different curve construction strategies, multiple first assist curves can be calibrated to describe various subdivided steering feel modes.

[0039] Through the above method, multiple first assist curves generated by the present application under fixed vehicle speed conditions can be used to meet the steering experiences of different preferences of drivers. These curves are uniformly stored in the vehicle control system for the central control system to call, so as to realize the custom selection of the feel during driving or the automatic switching of the feel based on the navigation route.

[0040] It should be noted that during the process of calibrating the first assist curve in the above manner, since there is a corresponding relationship between the motor assist value and the steering wheel hand force value of the steering feel of the same vehicle. Therefore, the corresponding first assist curve can also be drawn by determining the calibration interval and step size of the steering wheel hand force value, and the embodiments of the present application do not limit this.

[0041] In some embodiments, as Figure 4 shown, the assist curve can also include multiple second assist curves under a fixed steering feel, and the second assist curves are calibrated through the following steps: First, obtain multiple first assist curves corresponding to each vehicle speed; Then, according to the pre-determined mapping relationship between the motor assist value and the steering wheel hand force value, select a candidate assist curve from the multiple first assist curves at different vehicle speeds; Finally, integrate the selected multiple candidate assist curves in the same coordinate system to obtain multiple second assist curves.

[0042] It can be understood that the first assist curve is used to describe the relationship between the steering wheel hand force and the motor assist, and is used to adjust the steering feel at different vehicle speeds. Among them, the second assist curve is obtained by comprehensively calibrating the assist strategies at different vehicle speeds in a fixed steering feel mode.

[0043] Combined with Figure 2 , specifically, first, multiple first assist curves corresponding to each vehicle speed can be obtained. For each predetermined vehicle speed, such as 10 km / h, 30 km / h, 60 km / h, etc., multiple optional first assist curves can be tested or simulated. Each curve defines how much assist the motor should provide at different torque inputs, forming a specific steering feel. For example, at 60 km / h, there can be three first assist curves corresponding to three assist feels of "light", "medium", and "heavy".

[0044] Next, according to the pre-determined mapping relationship between the motor assist value and the steering wheel hand force value, a candidate assist curve can be selected from the multiple first assist curves at different vehicle speeds. A mapping between the motor output assist value and the steering wheel hand force actually perceived by the driver can be established in advance, considering gear ratio, friction, feedback mechanism, etc. On the premise of maintaining the same feel, select a first assist curve that is closest to the target feel at this vehicle speed from the multiple first assist curves at different vehicle speeds as the candidate according to this mapping relationship. The screening criteria can include: keeping the hand force at a certain key assist point unchanged; ensuring that the slope of the assist changing with the steering wheel torque is consistent; or using the curve with the smallest evaluation index (such as the fitting error of the feel curve), etc.

[0045] Finally, the candidate curves can be integrated into the second assist curve. The candidate assist curves selected at each vehicle speed above can be placed in the same coordinate system, with the horizontal axis being the steering wheel torque and the vertical axis being the motor assist or hand force value. This group of curves together form multiple second assist curves as shown in Figure 3 . Each second assist curve corresponds to a vehicle speed. It can be used to construct a piecewise or interpolation function to form an assist strategy that continuously changes within the entire vehicle speed range. Finally, it is realized that the driver feels a similar feel at different vehicle speeds, but the assist value is dynamically adjusted.

[0046] Assume that the steering feel selected by the user is the "Comfort Mode", i.e., medium power assist and balanced feedback. For each vehicle speed (such as 10 km / h, 30 km / h, 60 km / h), a first power assist curve that can best achieve the "comfortable" feel at that vehicle speed can be selected. After integrating these three curves, multiple second power assist curves in this feel mode are formed. The vehicle reads the corresponding curves at different speeds to ensure that the driver feels a consistent feel.

[0047] In the above way, this application can improve the consistency of steering feel selection, enabling the vehicle to maintain a unified steering feel experience at different vehicle speeds. It supports personalized customization of steering feel, facilitating the creation of multiple driving modes, such as comfort, sport, standard, etc. modes. It can also optimize the calibration efficiency and simplify the feel calibration process by reusing and combining the first curves.

[0048] Step S102: According to the steering feel data selected by the user, call the target power assist curve from multiple power assist curves for automatic switching of the steering feel.

[0049] Among them, the user can be the driver or passenger of the vehicle. It can be understood that this application can automatically call the corresponding target power assist curve from multiple pre-calibrated power assist curves according to the steering feel mode selected by the user, such as comfort, standard or sport, etc. modes, to achieve intelligent switching of the steering feel.

[0050] Specifically, multiple "second power assist curves" can be stored in the system, each corresponding to a fixed steering feel; after the user selects the steering feel mode, the power assist curves corresponding to different vehicle speeds in this steering feel mode can be automatically matched. During actual driving, according to the current vehicle speed, the corresponding curve can be automatically called from the cluster of power assist curves of the selected feel to dynamically adjust the motor power assist output. Therefore, regardless of how the vehicle speed changes, the user can continuously feel a consistent steering experience of the selected feel. This can improve the personalization and comfort of driving, and at the same time simplify the operation requirements of the driver.

[0051] In some embodiments, step S102 may include: First, convert each power assist curve into a corresponding candidate value; Next, integrate and display multiple candidate values; Finally, in response to the target candidate value selected by the user from multiple candidate values, call the power assist curve corresponding to the target candidate value as the target power assist curve for automatic switching of the steering feel; In this application, for the convenience of the user to understand and select different steering feel modes, each power assist curve (i.e., a complete motor power assist control strategy) is mapped to a candidate value.

[0052] Among them, only as an example, the candidate value represents the minimum steering wheel hand force value required to turn the wheel in the mode of the assist curve when the vehicle is at zero vehicle speed. That is to say, the candidate value can be understood as the minimum steering wheel hand force value required to turn the wheel when the vehicle is in a zero vehicle speed state and steers along the assist curve, and the unit is Nm. This value is equivalent to the "starting steering feel" in the stationary state and is the most direct and significant feel parameter perceived by the user. Therefore, it is selected as the identification basis for the candidate value.

[0053] Specifically, several assist curves can be preset in the system, and each assist curve corresponds to a different motor assist output strategy. For each assist curve, under the condition of zero vehicle speed, the small torque area at the starting section of the assist curve can be simulated or measured by actual vehicle, and the minimum steering wheel hand force value required for the vehicle to start turning the tire on this assist curve is recorded as the candidate value of this assist curve. For example, the starting hand force of assist curve A is 1.8 Nm, and the corresponding candidate value is 1.8. Another example is that the starting hand force of assist curve B is 2.5 Nm, and the corresponding candidate value is 2.5.

[0054] Then, the candidate values of all assist curves can be arranged in ascending order or by category for the user to view on the interface as shown in Figure 4 For example, the candidate values of all assist curves can be arranged in ascending order or by category for the user to view on the interface of the central control screen. The display forms can include: a slider (the steering feel ranges from "light" to "heavy"), a numerical list (such as: 1.8 / 2.2 / 2.8 / 3.5), a graphical display (with a comparison of the starting hand forces), etc. By selecting the candidate value, the user can intuitively feel the corresponding initial steering feel intensity, which is convenient for making a preference selection.

[0055] Finally, when the user selects a certain candidate value, for example, selects the candidate value of 2.2 Nm, the system can search in the mapping table of the candidate value and the assist curve. For example, it finds the corresponding assist curve c, and the system can call and load this assist curve as the "target assist curve" and automatically switch the corresponding "second assist curve" in this curve according to the vehicle speed in real time to complete the dynamic assist adjustment. So that during driving, the vehicle can maintain the feel mode represented by the selected candidate value without additional operation by the user.

[0056] By the above method, when using the method of the present application for steering feel switching, it can simplify the user's understanding. The user does not need to understand complex assist curves and only needs to judge the weight of the steering feel according to a candidate value. It can also realize personalized adjustment of the steering feel, and the user can freely switch the steering feel according to driving preferences. It can also ensure the consistency of the steering feel. After the user selects a candidate value, the assist curve corresponding to this candidate value can be intelligently called according to the vehicle speed to ensure that the steering feel perceived by the user remains unchanged.

[0057] In some embodiments, step S102 may further include: First, obtain and display a plurality of pre-calibrated terrain information; Next, integrate and display the plurality of terrain information; Finally, in response to the target terrain information selected by the user from the plurality of terrain information, call the assist curve corresponding to the target terrain information as the target assist curve to automatically switch the steering feel; Wherein, each terrain information may include a terrain name and its corresponding candidate value, and the target assist curve is determined by the candidate value of the target terrain information. As Figure 5 shown, the terrain name may include typical roads or landform environments where the vehicle may travel, such as ordinary urban roads, sandy land, muddy land, grassland, gravel land, snow land, etc.

[0058] Specifically, a set of typical terrain environments may be pre-calibrated in the system, each terrain corresponding to an optimal assist strategy, and the candidate values under this strategy are obtained during the calibration process. For example Figure 5 in, the terrain of ordinary and sandy land corresponds to a candidate value of 2.4 Nm, and the grassland corresponds to a candidate value of 3 Nm. In some embodiments, optional illustrations, such as various icons representing the terrain, may also be added to the display interface of the terrain information.

[0059] Only as an example, when the user selects a target terrain such as "grassland" from the interface, the corresponding candidate value for this terrain can be found to be 3.0 Nm. Using this candidate value as an index, call the corresponding assist curve from the established mapping between the candidate value and the assist curve. For example, call the assist curve c, then this assist curve c can be called and loaded as the target assist curve, and subsequently, the second assist curve matching in the curve can be automatically called according to the vehicle speed change to achieve a smooth steering experience within the entire speed range.

[0060] Through the above method, the steering feel switching operation of the present application is intuitive and simple. The user only needs to select the terrain according to the driving environment without having to understand complex technical parameters. It has the effect of predicting the steering feel. The candidate value directly reflects the initial damping of the steering wheel, which is convenient for the user to predict the feel. It intelligently adapts the steering feel for the user, automatically calls the assist strategy behind, and adapts to different terrain requirements, such as anti-interference, stability, feedback feeling, etc.

[0061] It has strong scalability. More terrain scenarios, such as ice surface, wet road surface, mountain road, etc., can be added through OTA in the future.

[0062] In some embodiments, the method of the present application may further include: Detect the user's login status; If the user's login status is not logged in, record the steering feel data before the vehicle turns off; If the user's login status is logged in, obtain the vehicle's navigation data and store or switch the steering feel data according to the navigation data.

[0063] Specifically, when the vehicle starts, it can be determined whether there is a user account login behavior currently. The login status can include two types: "logged in" and "not logged in", which are used to distinguish whether the current driving behavior is bound to a specific user.

[0064] When it is detected that the current user is in the not logged in state, that is, when using the system without passing the account authentication, the system does not record personalized driving behavior and navigation path information, and only caches the steering feel data of the current driving session. Specifically, the system can record the steering feel mode used before the vehicle shuts down, such as the steering feel mode corresponding to the candidate value of 2.4 Nm, and automatically restore this feel state when starting up next time to enhance the continuous driving experience, but will not associate this data with the navigation route or save it for a long time.

[0065] When it is detected that the user has successfully logged in to the account, the system will enter the personalized operation mode based on account recognition. At this time, the system can further obtain the user's current navigation data and perform the following two types of operations according to the status of the navigation path: If navigating this route for the first time, the system can record the information of each section of the current route and the steering feel data selected by the user for each section, and store it in the local central control system or the cloud server for future invocation.

[0066] If navigating the same route again, the system can compare the current navigation path of the vehicle with the historical record path. If the match is successful, it can automatically extract the steering feel data of the corresponding section and, through MOST bus and CAN bus instructions, achieve the automatic call and switching of the assist curve at the EPS end.

[0067] Through the above process, this application can distinguish between ordinary use and personalized experience according to whether the user is logged in, ensuring intelligent feel control and data management without affecting privacy and efficiency, which not only guarantees the basic operation convenience of unlogged users but also provides a higher-level personalized and intelligent driving experience for logged-in users.

[0068] In some embodiments, the method of this application may further include: First, obtain the vehicle's navigation data; Next, when it is recognized that the vehicle is driving on the first route of the first navigation, record the section information of the first route in real time, as well as the steering feel data selected in the section information; Finally, store the section information and the corresponding steering feel data in the central control terminal or the cloud server of the vehicle.

[0069] Such asFigure 6 As shown, during driving, when the user enables the navigation function on the central control terminal (the central control terminal can be the central control screen), the system can obtain the real-time navigation data of the vehicle, including the starting point, ending point, intermediate waypoints of the navigation path, and the current driving position of the vehicle. The navigation data is recorded in the form of a sequence of position points and can be matched with specific map coordinate information for subsequent road segment recognition and comparison.

[0070] When it is recognized that the current driving path of the vehicle is the first navigation path, that is, the feel data of this path has not been recorded yet, the system can start to record the road segment information of the first route in real time. The road segment information can include the geographical locations of segmented paths, such as section AB, section BC, section CD, etc., road condition labels such as ordinary road surface, snow, grassland, etc., and the corresponding start and end positions.

[0071] Meanwhile, the user can select the steering feel data through the "feel mode" or "terrain mode" on the central control terminal, that is, the currently selected assist curve or steering wheel hand force value, such as 2.4 Nm, 3.0 Nm, etc., which will also be associated with the corresponding road segments.

[0072] During the navigation driving process, the position information of each driving road segment can be paired with the corresponding steering feel data and recorded in real time. After the navigation ends, the system stores the complete recorded road segment information and its corresponding steering feel data uniformly. This data can be optionally stored in the central control terminal of the vehicle, such as the ECU storage module of the central control terminal, or synchronously uploaded to the cloud server for subsequent call and use.

[0073] Through the above method, the present application realizes the establishment of a binding relationship between each road segment in the navigation path and the personalized steering feel selected by the user, laying a data foundation for the subsequent automatic switching of the steering feel under the condition of route matching.

[0074] In some embodiments, step S102 may further include: When it is recognized that the vehicle is driving on the second route that has been navigated, match the current position of the vehicle with the stored road segment information; When the target road segment corresponding to the current position is successfully matched, obtain the target steering feel data of the target road segment; Determine and call the target assist curve to automatically switch the steering feel according to the candidate values or terrain information of the target steering feel data.

[0075] As Figure 6 shown, after the user starts the vehicle and logs in to the account, if the navigation path matches the path stored in the historical record (for example Figure 7The route from A to E) is consistent, and this route can be recognized as the second route that has been navigated, and then the automatic matching process is entered. The current position of the vehicle can be matched with the stored road segment information, and through the GPS or other navigation positioning modules, the current geographical location of the vehicle can be obtained in real time (for example, it is driving on the BC section). This position information will be matched and compared with the road segment information recorded last time to determine whether the vehicle is currently on a recorded target road segment.

[0076] As Figure 7 shown, once the matching is successful, the steering feel data associated with the target road segment can be extracted from the storage record. This data can be: specific hand force values (for example: 2.4 Nm, 3.0 Nm) or terrain tags (for example: "snowy", "muddy", "gravel", etc.), and the system can further map the corresponding steering wheel hand force values based on the terrain tags. For example, in Figure 7 the shown BC section is a snow-covered snowy road section, the corresponding steering feel for this section can be obtained as 3.0 Nm, and a calibrated target assist curve is determined according to this feel data, and the assist mode information required by the target assist curve is transmitted to the EPS side. The whole process is transparent to the driver, and the system can complete dynamic adjustment without manual operation, improving the convenience and safety of driving.

[0077] Suppose the user records the route from A to E and the corresponding feel data during the first navigation: the AB section is a normal road surface (2.4 Nm), the BC section is snowy (3.0 Nm), the CD section is sandy (2.4 Nm), and the DE section is muddy (3.0 Nm). When the user drives on the same route again, the system compares the current navigation path in real time. When it is recognized that the vehicle enters the BC section, the system immediately extracts the steering wheel hand force value of 3.0 Nm and calls the corresponding assist curve without the user's intervention again.

[0078] In summary, the automatic recognition and switching mechanism of the present application combines the user's historical behavior and real-time position perception, reflecting the advantages in personalized adaptation and automatic control, not only improving the user experience, but also laying a foundation for the intelligent driving assistance system.

[0079] It should also be noted that in some embodiments, as Figure 8 shown, the central control terminal can be controlled to send the steering feel data to the gateway terminal through the MOST (Media Oriented Systems Transport) bus, so that the gateway terminal forwards the steering feel data to the EPS terminal through the CAN bus for cross-domain communication.

[0080] In the present application, the control and transmission of the steering feel data involve cross-domain communication between multiple domain control units of the vehicle. For example, the communication path between the cockpit entertainment domain corresponding to the central control terminal and the chassis domain corresponding to the EPS terminal, asFigure 8 As shown, the system can accurately transmit signals through the MOST bus and the CAN bus.

[0081] Specifically, when the user selects a specific feel mode or terrain mode at the central control terminal, a target steering wheel hand force value, such as 2.4 Nm, 3.0 Nm, etc., can be determined according to the current user selection, and corresponding steering feel control data packets are generated accordingly. The central control terminal belongs to the cockpit entertainment domain, and the MOST bus is used as the main communication protocol internally. The central control system packages the above steering feel data into a MOST message and sends it to the vehicle gateway module through the MOST bus. The MOST bus has the advantages of high bandwidth and low latency, and is suitable for data transmission between the central control system and multimedia or control systems; the message can include the number of the assist characteristic curve to be called or the corresponding hand force value information.

[0082] The gateway terminal can serve as a communication bridge between different functional domains. After receiving the MOST message, it will parse and convert the protocol, and forward the steering feel data to the EPS terminal through the CAN (Controller Area Network) bus.

[0083] The CAN bus is a commonly used real-time control communication protocol in the vehicle chassis domain, with strong anti-interference ability and stable transmission. The forwarded data content includes the target feel value or the specific assist curve number required to identify the EPS terminal.

[0084] The EPS terminal can call the corresponding assist curve according to the received data. After receiving the steering feel control signal, the EPS terminal calls the first assist curve corresponding to the feel value from the local storage, and adjusts the assist output strategy in real time to control the motor to output the corresponding assist value, and cooperate with the driver's hand force to complete the steering wheel rotation.

[0085] Through the above method, the cross-domain signal interaction mechanism of the present application enables the present invention to have good scalability and modular design capabilities in terms of hardware architecture and control path, and at the same time provides a communication foundation for the future integrated upgrade of the fusion of autonomous driving systems or intelligent control algorithms.

[0086] As Figure 9 shown, according to the second aspect of the present disclosure, there is also provided a steering feel switching device for a vehicle, including: An assist curve module 201 for obtaining and storing a plurality of pre-calibrated assist curves; an adaptive switching module 202 for automatically switching the steering feel by calling a target assist curve from the plurality of assist curves according to the steering feel data selected by the user; wherein each assist curve is used to record the mapping relationship between the motor assist value and the steering wheel hand force value of the vehicle at different vehicle speeds, and the motor assist value and the steering wheel hand force value jointly drive the steering wheel of the vehicle to rotate.

[0087] It should be noted that the above-mentioned boosting curve module 201 and adaptive switching module 202 can be respectively used to execute steps S101-S102 in the embodiments corresponding to the above service usage method. For the specific implementation manners of these modules and more detailed content, reference can be made to the corresponding method part, which will not be elaborated here one by one.

[0088] Figure 10 It is a block diagram of a controller 300 shown according to an exemplary embodiment. As Figure 10 shown, the controller 300 may include: a processor 301, a memory 302. The controller 300 may further include one or more of a multimedia component 303, an input / output (I / O) component 304, and a communication component 305.

[0089] Among them, the processor 301 is used to control the overall operation of the controller 300 to complete all or part of the steps in the above method. The memory 302 is used to store various types of data to support the operation of the controller 300. Such data may include, for example, instructions for any application or method operating on the controller 300, as well as application-related data, such as contact data, sent and received messages, pictures, audio, video, and so on. The memory 302 can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as Static Random Access Memory (SRAM), Electrically Erasable Programmable Read-Only Memory (EEPROM), Erasable Programmable Read-Only Memory (EPROM), Programmable Read-Only Memory (PROM), Read-Only Memory (ROM), magnetic memory, flash memory, magnetic disk or optical disk. The multimedia component 303 may include a screen and an audio component. Among them, the screen can be, for example, a touch screen, and the audio component is used to output and / or input audio signals. For example, the audio component may include a microphone, and the microphone is used to receive external audio signals. The received audio signals can be further stored in the memory 302 or sent through the communication component 305. The audio component also includes at least one speaker for outputting audio signals. The I / O component 304 provides an interface between the processor 301 and other interface modules, and the above other interface modules can be a keyboard, a mouse, buttons, etc. These buttons can be virtual buttons or physical buttons. The communication component 305 is used for wired or wireless communication between the controller 300 and other devices. Wireless communication, such as WiFi, Bluetooth, Near Field Communication (NFC), 2G, 3G, 4G, NB-IOT, eMTC, or other 5G, etc., or a combination of one or several of them, is not limited here. Therefore, the corresponding communication component 305 may include: a WiFi module, a Bluetooth module, an NFC module, and so on.

[0090] In an exemplary embodiment, the controller 300 may be implemented by one or more application specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field programmable gate arrays (FPGAs), controllers, microcontrollers, microprocessors, or other electronic components, and is used to execute the above method.

[0091] In another exemplary embodiment, a computer-readable storage medium including program instructions is further provided. When the program instructions are executed by the controller, the steps of the above method are implemented. For example, the computer-readable storage medium may be the above-mentioned memory 302 including program instructions, and the above program instructions may be executed by the processor 301 of the controller 300 to complete each step included in the above method.

[0092] Figure 11 is a block diagram of a vehicle provided in an embodiment of the present application, as Figure 11 shown, the vehicle 400 includes the above-mentioned controller 300.

[0093] The embodiment of the present application further provides a computer-readable storage medium. The computer-readable storage medium stores a computer program for electronic data exchange, and the computer program enables a computer to execute some or all of the steps of any one of the audio processing methods described in the above method embodiments.

[0094] It should be noted that for the foregoing method embodiments, for the sake of simple description, they are all expressed as a series of action combinations. However, those skilled in the art should know that the present application is not limited by the described action sequence, because according to the present application, certain steps may be performed in other sequences or simultaneously. Secondly, those skilled in the art should also know that the embodiments described in the specification are all preferred embodiments, and the actions and modules involved are not necessarily essential to the present application.

[0095] In the above embodiments, the descriptions of the various embodiments have their own emphases. For the parts not detailed in a certain embodiment, reference may be made to the relevant descriptions of other embodiments.

[0096] In several embodiments provided by the present application, it should be understood that the disclosed device can be implemented in other ways. For example, the device embodiments described above are merely illustrative. For example, the division of the units is only a logical function division. In actual implementation, there may be other division methods. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the displayed or discussed couplings or direct couplings or communication connections between each other can be through some interfaces. The indirect couplings or communication connections of the devices or units can be in electrical or other forms.

[0097] The units described as separate components may or may not be physically separated. The components displayed as units may or may not be physical units, that is, they can be located in one place, or they can be distributed to multiple network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0098] In addition, in each embodiment of the application, each functional unit can be integrated in a processing unit, or each unit can exist physically alone, or two or more units can be integrated in one unit. The above-mentioned integrated unit can be implemented in the form of hardware or in the form of a software program module.

[0099] If the above-mentioned integrated unit is implemented in the form of a software program module and sold or used as an independent product, it can be stored in a computer-readable storage unit. Based on such an understanding, the technical solution of the present application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. The computer software product is stored in a storage unit and includes several instructions to enable a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the methods described in each embodiment of the present application. The foregoing storage unit includes: USB flash drive, read-only memory (ROM), random access memory (RAM), mobile hard disk, magnetic disk, or optical disc and other media that can store program codes.

[0100] Those of ordinary skill in the art can understand that all or part of the steps in the various methods of the above embodiments can be completed by instructing relevant hardware through a program. The program can be stored in a computer-readable storage unit. The storage unit can include: flash drive, read-only memory, random access device, magnetic disk, or optical disc, etc.

[0101] The preferred embodiments of the present application have been described in detail above in conjunction with the accompanying drawings. However, the present application is not limited to the specific details in the above embodiments. Within the scope of the technical concept of the present application, various simple modifications can be made to the technical solutions of the present application, and these simple modifications all fall within the protection scope of the present application.

[0102] In addition, it should be noted that, in the above specific embodiments, the various specific technical features described can be combined in any suitable manner without conflict. To avoid unnecessary repetition, the present application will not separately describe various possible combination methods.

[0103] Furthermore, any combination can be made among various different embodiments of the present application as long as it does not violate the idea of the present application, and it should also be regarded as the content disclosed in the present application.

[0104] In the description of the present application, the terms "first" and "second" are only used for descriptive purposes and cannot be construed as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include one or more features. In the description of the present application, the meaning of "a plurality" is two or more unless otherwise specifically defined.

[0105] In the above embodiments, the descriptions of the respective embodiments have their own emphases. For the parts not detailed in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0106] Among the embodiments, embodiments, and related technical features of the present application, they can be combined and replaced with each other without conflict.

[0107] The above are only the preferred embodiments of the present application and do not impose any form of limitation on the present application. However, as long as it does not depart from the content of the technical solution of the present application, any simple modification, equivalent change, and modification made to the above embodiments based on the technical essence of the present application still fall within the scope of the technical solution of the present application.

Claims

1. A method for switching the steering feel of a vehicle, characterized in that: include: Acquire and store a plurality of pre-calibrated power assist curves; According to the steering feel data selected by the user, calling a target power assist curve from the plurality of power assist curves to automatically switch the steering feel; Among them, each of the power assist curves is used to record the mapping relationship between the motor power assist value and the steering wheel hand force value of the vehicle at different vehicle speeds, and the motor power assist value and the steering wheel hand force value jointly drive the steering wheel of the vehicle to rotate.

2. The method according to claim 1, characterized in that The power-assist curve includes a plurality of first power-assist curves at a fixed vehicle speed; the first power-assist curves are calibrated by the following steps: Obtaining a calibration interval and a step size of the motor assist value; Determining a plurality of motor assist values ​​to be calibrated according to the calibration interval and step size of the motor assist value; Determining a plurality of steering wheel hand force values ​​to be calibrated according to the plurality of motor assist values ​​to be calibrated and a total driving value of the driving steering wheel; An interpolation fitting process is performed on the motor power assist value to be calibrated and the corresponding steering wheel hand force value to be calibrated to determine a plurality of the first power assist curves.

3. The method according to claim 2, characterized in that The power assist curve includes a plurality of second power assist curves under a fixed steering feel; the second power assist curves are calibrated by the following steps: Acquire a plurality of first power assistance curves corresponding to each vehicle speed; According to a predetermined mapping relationship between the motor power assist value and the steering wheel hand force value, a candidate power assist curve is selected from a plurality of the first power assist curves at different vehicle speeds; The selected multiple candidate power-assistance curves are integrated in the same coordinate system to obtain multiple second power-assistance curves.

4. The method according to claim 1, characterized in that: The method of automatically switching the steering feel by calling a target power-assist curve from a plurality of power-assist curves according to the steering feel data selected by the user includes: Convert each of the power assistance curves into a corresponding candidate value; Integrate and display the plurality of candidate values; In response to a target candidate value selected by the user from the plurality of candidate values, calling a power assist curve corresponding to the target candidate value as the target power assist curve to automatically switch the steering feel; The candidate value represents the minimum steering wheel force required to turn the wheel using the power assist curve mode when the vehicle is at zero speed.

5. The method according to claim 4, characterized in that The method of automatically switching the steering feel by calling a target power-assist curve from a plurality of power-assist curves according to the steering feel data selected by the user further includes: Acquire and display multiple pre-calibrated terrain information; Integrate and display a plurality of said terrain information; In response to target terrain information selected by the user from the plurality of terrain information, calling a power assist curve corresponding to the target terrain information as the target power assist curve to automatically switch the steering feel; Each of the terrain information includes a terrain name and a candidate value corresponding thereto, and the target power assist curve is determined by the candidate value of the target terrain information.

6. The method according to claim 4, characterized in that Also includes: Detecting the login status of the user; If the user's login status is not logged in, then recording the steering feel data before the vehicle is turned off; If the user's login status is logged in, the navigation data of the vehicle is acquired, and the steering feel data is stored or the steering feel is switched according to the navigation data.

7. The method according to claim 6, characterized in that Also includes: Acquiring navigation data of the vehicle; When it is identified that the vehicle is traveling on a first route of the first navigation, recording in real time the road section information of the first route and the steering feel data selected in the road section information; The road section information and the corresponding steering feel data are stored in the central control terminal or cloud server of the vehicle.

8. The method according to claim 7, characterized in that The method of automatically switching the steering feel by calling a target power-assist curve from a plurality of power-assist curves according to the steering feel data selected by the user further includes: When it is identified that the vehicle is traveling on a second route that has been navigated, matching the current position of the vehicle with the stored road section information; When the target road section corresponding to the current position is successfully matched, obtaining target steering feel data of the target road section; According to the candidate values ​​of the target steering feel data or the terrain information, the target power assist curve is determined and called to automatically switch the steering feel.

9. The method according to claim 7, characterized in that: The method further comprises: The central control end is controlled to send the steering feel data to the gateway end through the MOST bus, so that the gateway end forwards the steering feel data to the EPS end through the CAN bus for cross-domain communication.

10. A steering feel switching device for a vehicle, characterized in that: include: A power assist curve module, used for acquiring and storing a plurality of pre-calibrated power assist curves; An adaptive switching module, for automatically switching the steering feel by calling a target power-assist curve from the plurality of power-assist curves according to the steering feel data selected by the user; Among them, each of the power assist curves is used to record the mapping relationship between the motor power assist value and the steering wheel hand force value of the vehicle at different vehicle speeds, and the motor power assist value and the steering wheel hand force value jointly drive the steering wheel of the vehicle to rotate.

11. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the method described in any one of claims 1 to 9 are implemented.

12. A controller having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the method described in any one of claims 1 to 9 are implemented.

13. A vehicle, characterized in that: Comprising the controller as claimed in claim 12.

14. A computer program product, characterized in that The method comprises a computer program or instructions, which implement the steps of the method according to any one of claims 1 to 9 when executed by a processor.

Images