Vehicle steering wheel control method and system, electronic equipment and storage medium

Abstract

The invention relates to a vehicle steering wheel control method and system, electronic equipment and a storage medium. The method comprises the steps that the method is applied to a steering control system connected with a steering wheel, the steering control system at least comprises a rotation controller and a control assembly, a collision test task is received, and the collision test task comprises a target collision point arranged on a collision test runway; and switching from a default coupling control mode to a decoupling control mode, and simultaneously controlling the rotation controller and the control assembly to move in opposite directions based on the decoupling control mode so as to separate the steering column connected with the steering wheel from the steering wheel. According to the scheme provided by the invention, rapid decoupling of the steering wheel can be realized in the collision test process, so that the collision test effect is improved.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle steering wheel control, and in particular to a control method, system, electronic device and storage medium for a vehicle steering wheel. Background Art

[0002] In automotive crash safety testing, to realistically reproduce the driving environment, a driving robot is often used to control the steering wheel, simulating the driver's actual operating behavior. By precisely controlling the steering wheel's rotation angle, speed, and steering force, complex driving maneuvers and vehicle dynamic reactions can be replicated, providing a more objective and scientific basis for evaluating vehicle safety performance.

[0003] However, currently available driving robots are typically designed for straight-line driving or on ordinary roads, and their steering wheel controls are mostly rigid mechanical structures. During crash testing, these rigid mechanical structures cannot achieve rapid decoupling, which can easily affect the authenticity and accuracy of crash test results, resulting in suboptimal test results and making them difficult to meet actual crash testing requirements. Summary of the Invention

[0004] In order to solve or partially solve the problems existing in the related art, the present application provides a vehicle steering wheel control method, system, electronic device and storage medium, which can ensure rapid decoupling during the test vehicle collision test to improve the collision test effect.

[0005] In a first aspect, the present application provides a method for controlling a vehicle steering wheel, which is applied to a steering control system connected to the steering wheel, wherein the steering control system includes at least a rotation controller and a control component. The method includes: receiving a collision test task, wherein the collision test task includes a target collision point set on a collision test track; When it is detected that the test vehicle is about to hit the target collision point, switching from the default coupling control mode to the decoupling control mode; Based on the decoupling control mode, the rotation controller and the control assembly are simultaneously controlled to move in opposite directions to separate the steering column connected to the steering wheel from the steering wheel.

[0006] In one example, the collision test track includes a critical collision area, and when it is detected that the test vehicle is about to hit a target collision point, switching from a default coupling control mode to a decoupling control mode includes: When detecting that the test vehicle enters the critical collision area, obtaining vehicle driving data of the test vehicle; If the vehicle driving data satisfies a preset collision condition, it is determined that the test vehicle is about to hit the target collision point, and an emergency decoupling instruction is generated; In response to the emergency decoupling instruction, switching from a default coupling control mode to the decoupling control mode; The coupling control mode is to control the steering wheel to maintain a mechanical connection with the steering column, and the decoupling control mode is to control the steering wheel to disconnect the mechanical connection with the steering column.

[0007] In one example, if the vehicle driving data satisfies a preset collision condition, determining that the test vehicle is about to collide with the target collision point and generating an emergency decoupling instruction include: Extracting the current speed of the test vehicle and the remaining distance to the target collision point from the vehicle driving data; If the current speed is greater than a first set threshold, and / or the remaining distance is less than a second set threshold, it is determined that the test vehicle is about to hit the target collision point, and an emergency decoupling instruction is generated; The vehicle driving data is a prediction result obtained by inputting the inertial navigation data and visual image data collected by the test vehicle into a preset posture prediction model.

[0008] In one example, a transmission belt is provided between the rotation controller and the control assembly, and the control assembly includes a left control device and a right control device. Based on the decoupling control mode, the rotation controller and the control assembly are simultaneously controlled to move in opposite directions to separate the steering column connected to the steering wheel from the steering wheel, including: Based on the decoupling control mode, the rotation controller is controlled to rotate counterclockwise, and the left control device and the right control device are controlled to rotate clockwise to tighten the traction transmission belt and disconnect the mechanical connection between the steering column and the steering wheel.

[0009] In one embodiment, a collapsible structure is provided in a steering column to which the steering wheel is connected, and the method further comprises: When the test vehicle collides with the target collision point, a collision force is applied to the crush structure to move the steering wheel backward to form a protection space.

[0010] In one example, the method further comprises: When it is detected that the test vehicle is traveling in a straight line, maintaining the coupling control mode; Based on the coupling control mode, the rotation controller and the control assembly are controlled to maintain a constant tension of the transmission belt to maintain the mechanical coupling between the steering column and the steering wheel.

[0011] In one example, the method further comprises: When it is detected that the test vehicle is about to turn, the coupling control mode is maintained; based on the coupling control mode, the rotation controller and the control component are controlled to rotate synchronously in the same direction to drive the steering wheel to rotate, and the steering column is driven to rotate through the transmission belt.

[0012] A second aspect of the present application provides a steering control system for a vehicle steering wheel, wherein the steering control system is connected to the steering wheel and includes a rotation controller and a control component. The system includes: A collision test task receiving module, configured to receive a collision test task, wherein the collision test task includes a target collision point located on a collision test track; a decoupling mode switching module, configured to switch from a default coupling control mode to a decoupling control mode when detecting that the test vehicle is about to hit the target collision point; The steering wheel decoupling module is used to control the rotation controller and the control component to move in opposite directions based on the decoupling control mode, so as to separate the steering column connected to the steering wheel from the steering wheel.

[0013] A third aspect of the present application provides an electronic device, including: processor; and The memory stores executable codes thereon, and when the executable codes are executed by the processor, the processor is caused to execute the method described above.

[0014] A fourth aspect of the present application provides a computer-readable storage medium having executable code stored thereon. When the executable code is executed by a processor of an electronic device, the processor is caused to execute the method described above.

[0015] A fifth aspect of the present application provides a computer program product, which includes computer instructions, and when the computer instructions are executed by a processor, implements the method described above.

[0016] The technical solution provided by this application may include the following beneficial results: The present application is applied to a steering control system connected to a steering wheel. The steering control system includes at least a rotation controller and a control component. It receives a collision test task. The collision test task includes a target collision point set on a collision test track. When it is detected that the test vehicle is about to hit the target collision point, it switches from the default coupling control mode to the decoupling control mode. Based on the decoupling control mode, the rotation controller and the control component are simultaneously controlled to move in opposite directions to separate the steering column connected to the steering wheel from the steering wheel.

[0017] Compared with the related art, the technical solution of the present application is to attach a steering control system to the steering wheel and utilize the rotation controller and control components in the steering control system to achieve rapid decoupling operation. Furthermore, after receiving the collision test task, the steering control system first determines the position of the target collision point set on the collision test track. When it is detected that the test vehicle is about to hit the target collision point, it indicates that the test vehicle at this time is at risk of collision and needs to be quickly switched from the default coupling control mode to the decoupling control mode. Based on the decoupling control mode, the rotation controller and the control component are simultaneously controlled to move in opposite directions to complete decoupling. This not only effectively avoids the steering wheel from continuing to rotate or rebound due to inertia at the moment of collision, affecting the authenticity and accuracy of the test results, but also reduces the risk of damage to the structure of the steering wheel component itself, thereby truly simulating the change process of the steering wheel in an emergency situation and comprehensively improving the collision test effect.

[0018] It should be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] The above and other objects, features and advantages of the present application will become more apparent by describing in more detail exemplary embodiments of the present application in conjunction with the accompanying drawings, wherein the same reference numerals generally represent the same components in the exemplary embodiments of the present application.

[0020] Figure 1 This is a flow chart of a method for controlling a vehicle steering wheel shown in an embodiment of the present application; Figure 2 is another flow chart of a method for controlling a vehicle steering wheel shown in an embodiment of the present application; Figure 3 1 is a schematic structural diagram of a steering control system according to an embodiment of the present application; Figure 4 1 is a schematic diagram of a steering wheel decoupling state of a test vehicle shown in an embodiment of the present application; Figure 5 Schematic diagram of the steering wheel collapse of a test vehicle shown in an embodiment of the present application; Figure 6 1 is a schematic diagram of the steering wheel coupling state when the test vehicle is traveling in a straight line, shown in an embodiment of the present application; Figure 7 1 is a schematic diagram of the steering wheel coupling state when the test vehicle is turning and driving, shown in an embodiment of the present application; Figure 8 This is a schematic structural diagram of a steering control system for a vehicle steering wheel shown in an embodiment of the present application; Figure 9 It is a structural diagram of an electronic device shown in an embodiment of the present application. DETAILED DESCRIPTION

[0021] The following describes embodiments of the present application in more detail with reference to the accompanying drawings. Although the accompanying drawings illustrate embodiments of the present application, it should be understood that the present application can be implemented in various forms and should not be limited by the embodiments described herein. Rather, these embodiments are provided to make the present application more thorough and complete, and to fully convey the scope of the present application to those skilled in the art.

[0022] The terms used in this application are for the purpose of describing specific embodiments only and are not intended to limit this application. As used in this application and the appended claims, the singular forms "a," "an," "the," and "the" are intended to include the plural forms, unless the context clearly indicates otherwise. It should also be understood that the term "and / or" as used herein refers to and encompasses any and all possible combinations of one or more of the associated listed items.

[0023] It should be understood that although the terms "first", "second", "third", etc. may be used in this application to describe various information, this information should not be limited to these terms. These terms are only used to distinguish information of the same type from each other. For example, without departing from the scope of this application, the first information may also be referred to as the second information, and similarly, the second information may also be referred to as the first information. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of this application, the meaning of "plurality" is two or more, unless otherwise clearly and specifically defined.

[0024] In automotive crash safety testing, to realistically reproduce the driving environment, a driving robot is often used to control the steering wheel, simulating the driver's actual operating behavior. By precisely controlling the steering wheel's rotation angle, speed, and steering force, complex driving maneuvers and vehicle dynamic reactions can be replicated, providing a more objective and scientific basis for evaluating vehicle safety performance.

[0025] However, currently available driving robots are typically designed for straight-line driving or on ordinary roads, and their steering wheel controls are mostly rigid mechanical structures. During crash testing, these rigid mechanical structures cannot achieve rapid decoupling, which can easily affect the authenticity and accuracy of crash test results, resulting in suboptimal test results and making them difficult to meet actual crash testing requirements.

[0026] For example, in actual collision testing, there are at least the following limitations: First, the steering wheel control devices of current driving robots mostly use fixed rigid mechanical structures, which cannot perceive the dynamic changes of the steering wheel during driving in real time. As a result, it is difficult to accurately restore the steering wheel's rotation angle, speed and force feedback when simulating driving behavior, affecting the accuracy and repeatability of collision tests.

[0027] Second, the current steering wheel control device of the driving robot is highly dependent on the mechanical coupling structure and lacks a flexible coordination mechanism, resulting in response lag and error accumulation problems during the rapid decoupling process. In AEB (Autonomous Emergency Braking) collision test scenarios or simulated emergency obstacle avoidance scenarios, the steering wheel control is not flexible and precise enough.

[0028] Third, the steering wheel control equipment of current driving robots generally does not integrate auxiliary modules such as inertial navigation and visual recognition, making it difficult to accurately identify and dynamically correct target collision points and driving paths, and easily introducing test errors.

[0029] In response to the above problems, an embodiment of the present application provides a method for controlling a vehicle steering wheel that can ensure rapid decoupling during a collision test of a test vehicle, thereby improving the collision test effect.

[0030] The technical solutions of the embodiments of the present application are described in detail below with reference to the accompanying drawings.

[0031] Figure 1 It is a flow chart of a method for controlling a vehicle steering wheel shown in an embodiment of the present application.

[0032] See also Figure 1 , applied to a steering control system connected to a steering wheel, the steering control system includes at least a rotation controller and a control component, and includes at least the following steps: Step 101: Receive a collision test task, where the collision test task includes a target collision point set on a collision test track.

[0033] In an embodiment of the present application, the steering control system is in a default coupling control mode and is capable of receiving a collision test task and a target collision point carried by the collision test task.

[0034] Among them, the steering control system refers to an additional module installed in the steering wheel control device of the driving robot. During the collision test, it can automatically switch from the coupling control mode to the decoupling control mode based on preset instructions, real-time perception information, etc.

[0035] It's worth noting that the steering control system can communicate with the test vehicle's central server, other control systems, or data processing systems, thereby receiving data and instructions from them. Essentially, the steering control system is an actuator system with simple data processing capabilities and the ability to control steering wheel coupling / decoupling.

[0036] The rotation controller is a driving component arranged on the steering wheel transmission path. It automatically operates when it receives an external control signal or external control instruction, and works in conjunction with the control component during operation.

[0037] The control component cooperates with the action of the rotating controller to release or lock the transmission path. The control component includes a left control device and a right control device that are arranged relatively.

[0038] The steering control system also includes a drive belt. This serves as a connection, transferring the power from the steering controller to the steering wheel's transmission structure. Compared to rigid gear structures, the drive belt offers a degree of flexibility and cushioning, allowing for smoother disconnection in the decoupled state and dynamic adjustment of tension in the coupled state.

[0039] In this application, a collision test task refers to a task used to verify whether a test vehicle can accurately hit a set target collision point according to an expected collision path under a specific control strategy. It can be understood that it carries the target collision information required by the test vehicle, including but not limited to the target collision point, expected collision path, and expected collision type set on the collision test track.

[0040] The target collision point is the collision object at the end of the collision test track, such as a stationary vehicle, a dummy, or other obstacles.

[0041] As an example, the tester sets the target collision point, expected collision path, and expected collision type through the test control platform to initiate a collision test task. After the collision test system receives the collision test task, it learns from the collision test task that the target collision point of this test is a stationary dummy, and the expected collision type requires the test vehicle to accurately collide head-on with the collision object.

[0042] Step 102 : When it is detected that the test vehicle is about to hit the target collision point, the default coupling control mode is switched to the decoupling control mode.

[0043] In an embodiment of the present application, when it is detected that the test vehicle is about to hit the target collision point, it indicates that the test vehicle is at risk of collision and needs to be quickly switched from the default coupling control mode to the decoupling control mode.

[0044] The coupling control mode maintains a mechanical connection between the steering wheel and the steering column. This mode is suitable for situations such as straight-line driving and turning during a crash test, ensuring the vehicle successfully completes the crash test. This mode primarily involves rotating the controller, control components, and drive belt to form a closed, tensioned transmission loop, maintaining a mechanical connection between the test vehicle's steering wheel and steering column, enabling the driving robot to properly control the vehicle's direction.

[0045] Decoupling control mode mechanically disconnects the steering wheel from the steering column and is suitable for the critical phase immediately before impact. This mode primarily operates by rotating the controller, control components, and drive belt to break the closed tensioning transmission circuit and disconnect the mechanical connection between the steering wheel and the steering column. This eliminates the steering wheel from actual steering control during a collision, preventing the impact force from reacting to the steering wheel and creating a protective space to protect the driving robot.

[0046] Step 103 : Based on the decoupling control mode, the rotation controller and the control assembly are simultaneously controlled to move in opposite directions to separate the steering column connected to the steering wheel from the steering wheel.

[0047] In an embodiment of the present application, the steering control system is based on a decoupling control mode, and simultaneously controls the rotation controller and the control component to move in opposite directions to separate the steering column connected to the steering wheel from the steering wheel, thereby achieving rapid decoupling.

[0048] In an embodiment of the present application, a steering control system is applied to a steering wheel connected to the steering control system, which includes at least a rotation controller and a control component. The steering control system receives a collision test task, and the collision test task includes a target collision point set on a collision test track. When it is detected that the test vehicle is about to hit the target collision point, the default coupling control mode is switched to the decoupling control mode. Based on the decoupling control mode, the rotation controller and the control component are simultaneously controlled to move in opposite directions to separate the steering column connected to the steering wheel from the steering wheel.

[0049] Compared with the related art, the technical solution of the present application is to attach a steering control system to the steering wheel and utilize the rotation controller and control components in the steering control system to achieve rapid decoupling operation. Furthermore, after receiving the collision test task, the steering control system first determines the position of the target collision point set on the collision test track. When it is detected that the test vehicle is about to hit the target collision point, it indicates that the test vehicle at this time is at risk of collision and needs to be quickly switched from the default coupling control mode to the decoupling control mode. Based on the decoupling control mode, the rotation controller and the control component are simultaneously controlled to move in opposite directions to complete decoupling. This not only effectively avoids the steering wheel from continuing to rotate or rebound due to inertia at the moment of collision, affecting the authenticity and accuracy of the test results, but also reduces the risk of damage to the structure of the steering wheel component itself, thereby truly simulating the change process of the steering wheel in an emergency situation and comprehensively improving the collision test effect.

[0050] Figure 2 This is another flow chart of a method for controlling a vehicle steering wheel shown in an embodiment of the present application. Figure 2 relatively Figure 1 The technical solutions of the embodiments of the present application are described in more detail.

[0051] Step 201: receiving a collision test task, where the collision test task includes a target collision point and a key collision area set on a collision test track.

[0052] In an embodiment of the present application, after receiving a collision test task, the target collision point and the key collision area carried by the collision test task and located on the collision test track may be obtained.

[0053] Among them, the critical collision area refers to the area on the collision test track close to the target collision point. In this area, dense visual feature points are deployed to facilitate the collision test system to identify in advance that the test vehicle has entered the critical collision area and perceive in advance that the test vehicle is about to collide.

[0054] Step 202 : When it is detected that the test vehicle enters the critical collision area, the vehicle driving data of the test vehicle is obtained.

[0055] In an embodiment of the present application, when it is detected that the test vehicle is driving into the critical collision area, it can be considered that the current position and orientation of the vehicle are relatively close to the expected final collision path and collision point. Therefore, the vehicle driving data collected by the test vehicle can be used as input data for determining whether the vehicle has collided.

[0056] In this application, the vehicle driving data is the prediction result obtained by inputting the inertial navigation data and visual image data collected by the test vehicle into a preset posture prediction model.

[0057] Among them, inertial navigation data refers to the posture data including acceleration, angular velocity, heading angle, attitude angle, speed and displacement collected in real time through the inertial navigation of the test vehicle while the test vehicle enters the critical collision area.

[0058] Visual image data refers to the image sequence and corresponding image data collected by the test vehicle's high-definition camera or other image sensor as the test vehicle approaches the target collision point. The visual image data records a clear target collision point.

[0059] The posture prediction model is a model trained based on a convolutional neural network (CNN) or a recurrent neural network (RNN). It can predict the vehicle's current position and posture more accurately based on visual image data and inertial navigation data.

[0060] After obtaining the position and posture of the test vehicle, the current speed of the vehicle, the remaining distance to the target collision point, the vehicle acceleration, etc. are further calculated to form the final vehicle driving data.

[0061] As an example, the process of the posture prediction model predicting vehicle driving data based on the visual image data and inertial navigation data of the critical collision area includes at least: obtaining the visual image data and target inertial navigation data of the test vehicle driving into the critical collision area, performing data preprocessing on the visual image data and inertial navigation data respectively, generating model input data, inputting the model input data into the preset posture prediction model, and outputting the predicted position and predicted posture of the test vehicle hitting the target collision point.

[0062] Furthermore, the training process of the pose prediction model includes at least: During the model training phase, a large amount of labeled training data is prepared. This training data includes historical inertial navigation data such as acceleration and angular velocity output by the inertial navigation system, as well as image frames or image sequences captured by the machine vision sensor system. All historical data is unfused. Furthermore, each frame of image or each point in time in the inertial navigation data corresponds to high-precision reference pose information. This high-precision reference pose information is obtained through high-precision GPS (Global Positioning System) + RTK (Real-Time Kinematic) or optical positioning systems, and serves as the true label for supervised learning.

[0063] The core of data labeling is to establish a mapping relationship between "raw input data" and "real-world position and pose" to form training sample pairs. After inputting this labeled data into the deep learning model, the network parameters are continuously adjusted through the backpropagation algorithm. The model gradually learns how to accurately estimate the vehicle's real-time position and pose from the raw inertial navigation and vision data, significantly reducing prediction errors and improving the overall accuracy of navigation and control.

[0064] In order to further improve model performance, a data feeding mechanism is introduced to continuously input a large amount of accurately labeled raw data into the model during the training process. The specific process includes: First, the inertial navigation data and machine vision image data are used as input for forward propagation to generate prediction results of the vehicle position and posture, and the error between the prediction results and the true label is calculated. Common loss functions include mean square error, attitude angle error or quaternion loss.

[0065] Then, the error gradient is calculated through the back-propagation algorithm to evaluate the contribution of each layer parameter to the error. The network parameters are updated using optimization algorithms, such as Adam (adaptive moment estimation algorithm) and stochastic gradient descent (SGD), to adjust the prediction direction and amplitude.

[0066] After multiple rounds of iterative training, the model parameters gradually converged, obtaining a more stable and reliable pose prediction capability, enabling it to accurately output high-precision vehicle pose estimates when faced with new input data.

[0067] Step 203: If the vehicle driving data meets the preset collision condition, it is determined that the test vehicle is about to hit the target collision point, and an emergency decoupling instruction is generated.

[0068] In the embodiment of the present application, the preset collision condition at least includes that the speed of the test vehicle is greater than a first set threshold, and the remaining distance between the test vehicle and the target collision point is less than a second set threshold.

[0069] First, the current speed of the test vehicle and the remaining distance to the target collision point are extracted from the vehicle driving data. If the current speed is greater than the first set threshold, it indicates that the vehicle is approaching the target collision point at a relatively fast speed. If the remaining distance is less than the second set threshold, it indicates that the distance between the vehicle and the target collision point is very close. Finally, it is comprehensively determined that the test vehicle is about to hit the target collision point, and an emergency decoupling command is generated.

[0070] Among them, the emergency decoupling command refers to the command automatically generated and issued by the steering control system after detecting that the preset collision conditions are met. It is used to drive the rotation controller and the control component to jointly perform the decoupling operation to ensure that the mechanical connection between the steering wheel and the steering column is disconnected before a collision occurs.

[0071] Step 204 : In response to the emergency decoupling instruction, switch from the default coupling control mode to the decoupling control mode.

[0072] In an embodiment of the present application, in response to an emergency decoupling instruction, the default coupling control mode is switched to the decoupling control mode.

[0073] Step 205 : Based on the decoupling control mode, the rotation controller and the control assembly are simultaneously controlled to move in opposite directions to separate the steering column connected to the steering wheel from the steering wheel.

[0074] Reference Figure 3 , Figure 3 This is a schematic diagram of the steering control system shown in an embodiment of the present application. The steering control system comprises a rotation controller, a drive belt, a steering wheel, and a control assembly. The control assembly includes a left-side control device and a right-side control device, which switches to a coupling device or a decoupling device depending on the actual control mode. In other words, in the decoupling control mode, the control assembly is a bilateral decoupling device, and in the coupling control mode, the control assembly is a bilateral coupling device.

[0075] The rotation controller can be a main gear that drives the transmission belt in a preset direction. The coupling / decoupling device can be a pair of pinions that coordinate with the rotation controller's movement. The transmission belt is a traction belt made of high-strength nylon material, one end of which is connected to the rotation controller and the other end is connected to the coupling / decoupling device, forming a transmission path. When coupled, the three form a closed tension transmission loop. When decoupled, the belt retracts and releases tension.

[0076] In actual applications, relevant technical personnel can set a certain rotation angle according to actual needs to achieve coupling and decoupling, such as rotating 90 degrees clockwise to achieve coupling and rotating 90 degrees counterclockwise to achieve decoupling. This application does not impose any restrictions on this.

[0077] In addition, the steering control system of the present application adopts lightweight and wear-resistant materials such as high-strength nylon, thereby significantly reducing the overall weight and achieving a lightweight design while ensuring sufficient structural strength and wear resistance.

[0078] The lightweight design not only effectively reduces the inertia of the steering wheel, making it more responsive after decoupling, but also avoids interference with the steering wheel's collapse when a collision occurs, thereby ensuring the accuracy and repeatability of the collision test results.

[0079] As an example of the present application, a transmission belt is provided between the rotation controller and the control component, and the control component includes a left control device and a right control device. Based on the decoupling control mode, the rotation controller is controlled to rotate counterclockwise, and the left control device and the right control device are controlled to rotate clockwise at the same time, so as to tighten the transmission belt and disconnect the mechanical connection between the steering column and the steering wheel.

[0080] In addition, when the test vehicle hits the target collision point, collision force is applied to the crumple structure embedded in the steering column, causing the steering wheel to move backward to form a protective space.

[0081] Reference Figure 4 , Figure 4 Schematic diagram of the steering wheel decoupling state of a test vehicle shown in an embodiment of the present application.

[0082] The steering control system is in communication with the crash test system. When the crash test system triggers a crash signal, it sends the crash signal to the steering control system via a high-speed transmission channel. After receiving the crash signal, the steering control system automatically determines it is an emergency crash event based on the vehicle's driving data and generates an emergency decoupling command to trigger the steering controller, control components, and drive belt to perform a rapid decoupling operation: The rotation controller in the middle rotates counterclockwise, while controlling the left decoupling device to rotate clockwise. The right decoupling device also rotates clockwise synchronously, tightening the traction conveyor belt. After the conveyor belt is tightened, the coupling device disengages from the rotation controller, completing the decoupling of the steering wheel from the mechanical system.

[0083] This decoupling operation quickly cuts off the physical connection between the steering wheel and the downstream mechanical transmission system associated with the steering column, effectively separating the steering wheel from the vehicle's mechanical structure.

[0084] For example, when the rotation controller rotates counterclockwise, the drive belt section A is pulled to the left, and the left and right decoupling devices rotate clockwise, tightening the drive belt section B to the right. The two sides move towards each other, increasing the overall tension of the belt, thereby driving the connecting parts between the steering column and the steering wheel to disengage, realizing mechanical decoupling of the steering wheel.

[0085] Reference Figure 5 , Figure 5 Schematic diagram of the steering wheel collapse of the test vehicle shown in the embodiment of the present application.

[0086] When the test vehicle collides, the crumple structure is subjected to the impact force, causing axial compression or sliding deformation, causing the steering wheel to move backward, creating a safe buffer space. Because internal components no longer exert physical traction or transmission constraints, the steering wheel compression during the crash test is unaffected by structural coupling, effectively reflecting the device's compression performance, ensuring the reliability and accuracy of the crash test results while preventing damage to the driving robot caused by the steering wheel.

[0087] As can be seen, in emergency decoupling conditions, the steering controller actively releases the belt tension, disengaging the steering wheel from the control assembly and achieving rapid decoupling. Although the steering wheel is no longer directly coupled, it can still maintain its original position while accurately reflecting driving intent through the electronic control mechanism, thus supporting collision testing, extreme avoidance and other operating conditions.

[0088] As another example of the present application, when it is detected that the test vehicle is traveling in a straight line, the coupling control mode is maintained, and based on the coupling control mode, the rotation controller and the control component are controlled to maintain a constant tension of the drive belt to maintain the mechanical coupling between the steering column and the steering wheel.

[0089] Reference Figure 6 , Figure 6 Schematic diagram of the steering wheel coupling state of a test vehicle traveling in a straight line shown in an embodiment of the present application.

[0090] In non-collision working scenarios, such as when the test vehicle is in a straight and constant speed driving state, the steering control system of the present application needs to maintain a stable physical connection between the steering wheel and the downstream mechanical steering system to ensure the stability and consistency of the steering control, so as to avoid test errors or steering wheel jitter caused by transmission slack or micro-displacement.

[0091] For example, if the test vehicle is detected traveling at a constant speed in a straight line, the system defaults to the current coupling control mode. In this mode, the rotation controller and the double-sided coupling devices are synchronized to maintain constant tension in the drive belt, jointly maintaining traction on the steering wheel and achieving flexible mechanical coupling.

[0092] In addition, the steering control system integrates a highly adaptive adjustment mechanism to precisely control the tension of the connecting drive belt to dynamically adjust the coupling strength between the steering wheel and the downstream mechanical steering system to achieve flexible mechanical coupling.

[0093] This adaptive mechanism can not only perceive the vehicle's driving status and driving operation characteristics in real time, but also flexibly adjust the mechanical coupling relationship according to changes in conditions such as speed, load, and driving style, thereby significantly improving the system's robustness and operational safety margin while ensuring control responsiveness and driving stability.

[0094] The steering control system also incorporates an information fusion mechanism based on multi-parameter feedback, enabling real-time acquisition and integration of diverse sensor data, including speed, steering angle, inertia changes, and load status. Through feature extraction and modeling, the system identifies the vehicle's current operating characteristics and control state, and uses this information to drive adaptive adjustments to key physical quantities in the transmission mechanism, including tension distribution and transmission lag delay.

[0095] This information fusion mechanism meets the comprehensive requirements of the test vehicle for the response speed and safety performance of the steering control system in various driving modes such as normal driving, emergency obstacle avoidance, and automatic parking.

[0096] As another example of the present application, when it is detected that the test vehicle is about to turn, the coupling control mode is maintained. Based on the coupling control mode, the rotation controller and the control component are controlled to rotate synchronously in the same direction to drive the steering wheel to rotate, and the steering column is driven to rotate through the transmission belt.

[0097] Reference Figure 7 , Figure 7 Schematic diagram of the steering wheel coupling state when the test vehicle is turning, shown in an embodiment of the present application.

[0098] In non-crash scenarios, such as when the test vehicle is about to turn, the steering wheel needs to be fine-tuned. Especially during this deflection, the double-sided coupling device must coordinate with the rotation controller to drive the steering wheel response without affecting the steady-state stability of the system. In this case, the steering control system performs flexible tensioning adjustments on the drive belt based on the steering wheel adjustment range and the driver's intention, ensuring a flexible transition coupling between the rotation controller and the double-sided coupling device.

[0099] For example, when the test vehicle detects an impending turn, the coupled control mode is maintained. The rotation controller first rapidly activates its response mechanism, using a built-in decision-making algorithm to analyze the impending turn path and steering requirements. The rotation controller then precisely coordinates with the dual coupling devices, implementing linked control according to the predetermined power transmission logic: The rotation controller rotates counterclockwise, driving the left coupling device to rotate synchronously, pulling the conveyor belt. Simultaneously, the right coupling device also rotates synchronously, forming a coordinated mechanical drive chain.

[0100] This process also introduces an adaptive mechanism for fine-tuning, enabling subtle path or angle adjustments to be made without driver intervention. Throughout the entire process, the steering wheel and steering column always maintain a stable mechanical coupling. The mechanical coupling relationship is stable and reliable and will not trigger the emergency decoupling mode.

[0101] In the embodiment of the present application, the steering control system realizes rapid decoupling and steering wheel collapse under collision state, flexible mechanical coupling under straight-line driving, and fine-tuning coupling under steering driving, which not only realizes high-precision control of the steering wheel, but also ensures the authenticity and accuracy of the collision test data, thereby significantly improving the effect of the collision test.

[0102] Corresponding to the aforementioned application function implementation method embodiment, the present application also provides a vehicle steering wheel steering control system, electronic equipment and corresponding embodiments.

[0103] Figure 8It is a structural schematic diagram of a steering control system of a vehicle steering wheel shown in an embodiment of the present application.

[0104] See also Figure 8 The steering control system is connected to the steering wheel. The steering control system is provided with a rotation controller and a control component. The system includes: A collision test task receiving module 801 is used to receive a collision test task, where the collision test task includes a target collision point set on a collision test track; a decoupling mode switching module 802 for switching from a default coupling control mode to a decoupling control mode when it is detected that the test vehicle is about to hit a target collision point; The steering wheel decoupling module 803 is used to control the rotation controller and the control component to move in opposite directions based on the decoupling control mode, so as to separate the steering column connected to the steering wheel from the steering wheel.

[0105] In one example of the present application, the collision test track includes a critical collision area, and the decoupling mode switching module 802 includes: A vehicle driving data acquisition submodule is used to acquire vehicle driving data of the test vehicle when it is detected that the test vehicle enters the critical collision area; An emergency decoupling instruction generation submodule is used to determine that the test vehicle is about to hit the target collision point and generate an emergency decoupling instruction if the vehicle driving data meets the preset collision conditions; a decoupling mode switching submodule, configured to switch from a default coupling control mode to a decoupling control mode in response to an emergency decoupling instruction; Among them, the coupling control mode is to control the steering wheel and the steering column to maintain a mechanical connection, and the decoupling control mode is to control the steering wheel and the steering column to disconnect the mechanical connection.

[0106] In one example of the present application, the emergency decoupling instruction generation submodule is used to: Extracting the current speed of the test vehicle and the remaining distance to the target collision point from the vehicle driving data; If the current speed is greater than a first set threshold, and / or the remaining distance is less than a second set threshold, it is determined that the test vehicle is about to hit the target collision point, and an emergency decoupling instruction is generated; Among them, the vehicle driving data is the prediction result obtained by inputting the inertial navigation data and visual image data collected by the test vehicle into a preset posture prediction model.

[0107] In one example of the present application, a transmission belt is provided between the rotation controller and the control assembly, the control assembly includes a left control device and a right control device, and the steering wheel decoupling module 803 is used to: Based on the decoupling control mode, the rotation controller is controlled to rotate counterclockwise, and the left control device and the right control device are controlled to rotate clockwise at the same time to tighten the traction transmission belt and disconnect the mechanical connection between the steering column and the steering wheel.

[0108] In one example of the present application, a collapsible structure is provided in a steering column connected to the steering wheel, and the device further comprises: The steering wheel crush module is used to apply collision force to the crush structure when the test vehicle hits the target collision point, so that the steering wheel moves backward to form a protective space.

[0109] In one example of the present application, the apparatus further includes: The first steering wheel coupling module is configured to maintain a coupling control mode when it is detected that the test vehicle is traveling in a straight line; based on the coupling control mode, the first steering wheel coupling module controls the rotation controller and the control assembly to maintain a constant tension in the drive belt to maintain the mechanical coupling between the steering column and the steering wheel.

[0110] In one example of the present application, the apparatus further includes: The second steering wheel coupling module is used to maintain the coupling control mode when it detects that the test vehicle is about to turn; based on the coupling control mode, the rotation controller and the control component are controlled to rotate synchronously in the same direction to drive the steering wheel to rotate, and the steering column is driven to rotate through the transmission belt.

[0111] Regarding the system in the above embodiment, the specific manner in which each module performs operations has been described in detail in the embodiment of the method, and will not be elaborated again here.

[0112] Figure 9 It is a structural diagram of an electronic device shown in an embodiment of the present application.

[0113] See also Figure 9 , the electronic device 900 includes a memory 910 and a processor 920 .

[0114] The processor 920 may be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), field-programmable gate arrays (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor may be a microprocessor or any conventional processor. Memory 910 may include various types of storage units, such as system memory, read-only memory (ROM), and permanent storage. ROM may store static data or instructions required by processor 920 or other computer modules. Permanent storage may be a readable and writable storage device. Permanent storage may be a non-volatile storage device that retains stored instructions and data even when the computer is powered off. In some embodiments, the permanent storage device utilizes a mass storage device (e.g., a magnetic or optical disk, flash memory). In other embodiments, the permanent storage device may be a removable storage device (e.g., a floppy disk, optical drive). System memory may be a readable and writable storage device or a volatile readable and writable storage device, such as dynamic random access memory (DRAM). System memory may store some or all instructions and data required by the processor during operation. Furthermore, memory 910 may include any combination of computer-readable storage media, including various types of semiconductor memory chips (e.g., DRAM, SRAM, SDRAM, flash memory, programmable read-only memory), as well as magnetic disks and / or optical disks. In some embodiments, the memory 910 may include a readable and / or writable removable storage device, such as a compact disc (CD), a read-only digital versatile disc (e.g., DVD-ROM, dual-layer DVD-ROM), a read-only Blu-ray disc, an ultra-density optical disc, a flash memory card (e.g., SD card, mini SD card, Micro-SD card, etc.), a magnetic floppy disk, etc. Computer-readable storage media do not include carrier waves and transient electronic signals transmitted wirelessly or wired.

[0115] The memory 910 stores executable codes. When the executable codes are processed by the processor 920 , the processor 920 may execute part or all of the above-mentioned methods.

[0116] In addition, the method according to the present application may also be implemented as a computer program or a computer program product, which includes computer program code instructions for executing some or all of the steps in the above method of the present application.

[0117] Alternatively, the present application can also be implemented as a computer-readable storage medium (or non-transitory machine-readable storage medium or machine-readable storage medium), which stores executable code (or computer program or computer instruction code) and, when executed by a processor of an electronic device (or server, etc.), enables the processor to perform part or all of the steps of the above-mentioned method according to the present application.

[0118] The present application also provides a computer program product, which includes computer instructions, and when the computer instructions are executed by a processor, the method described above is implemented.

[0119] The embodiments of the present application have been described above. The above description is exemplary, not exhaustive, and is not limited to the disclosed embodiments. Many modifications and variations will be apparent to those skilled in the art without departing from the scope and spirit of the described embodiments. The terminology used herein is selected to best explain the principles of the embodiments, their practical applications, or improvements to the technology in the market, or to enable other persons skilled in the art to understand the embodiments disclosed herein.

Claims

1. A method for controlling a vehicle steering wheel, characterized in that: The method is applied to a steering control system connected to a steering wheel, the steering control system including at least a rotation controller and a control component, and includes: receiving a collision test task, wherein the collision test task includes a target collision point set on a collision test track; When it is detected that the test vehicle is about to hit the target collision point, switching from the default coupling control mode to the decoupling control mode; Based on the decoupling control mode, the rotation controller and the control assembly are simultaneously controlled to move in opposite directions to separate the steering column connected to the steering wheel from the steering wheel.

2. The method according to claim 1, characterized in that The collision test track includes a critical collision area, and when it is detected that the test vehicle is about to hit a target collision point, switching from a default coupling control mode to a decoupling control mode includes: When detecting that the test vehicle enters the critical collision area, obtaining vehicle driving data of the test vehicle; If the vehicle driving data satisfies a preset collision condition, it is determined that the test vehicle is about to hit the target collision point, and an emergency decoupling instruction is generated; In response to the emergency decoupling instruction, switching from a default coupling control mode to the decoupling control mode; The coupling control mode is to control the steering wheel to maintain a mechanical connection with the steering column, and the decoupling control mode is to control the steering wheel to disconnect the mechanical connection with the steering column.

3. The method according to claim 2, characterized in that If the vehicle driving data satisfies a preset collision condition, determining that the test vehicle is about to collide with the target collision point and generating an emergency decoupling instruction include: Extracting the current speed of the test vehicle and the remaining distance to the target collision point from the vehicle driving data; If the current speed is greater than a first set threshold, and / or the remaining distance is less than a second set threshold, it is determined that the test vehicle is about to hit the target collision point, and an emergency decoupling instruction is generated; The vehicle driving data is a prediction result obtained by inputting the inertial navigation data and visual image data collected by the test vehicle into a preset posture prediction model.

4. The method according to claim 1, wherein A transmission belt is provided between the rotation controller and the control assembly, the control assembly includes a left control device and a right control device, and based on the decoupling control mode, the rotation controller and the control assembly are simultaneously controlled to move in opposite directions to separate the steering column connected to the steering wheel from the steering wheel, including: Based on the decoupling control mode, the rotation controller is controlled to rotate counterclockwise, and the left control device and the right control device are controlled to rotate clockwise to tighten the traction transmission belt and disconnect the mechanical connection between the steering column and the steering wheel.

5. The method according to any one of claims 1 to 4, characterized in that A collapsible structure is provided in a steering column connected to the steering wheel, and the method further comprises: When the test vehicle collides with the target collision point, a collision force is applied to the crush structure to move the steering wheel backward to form a protection space.

6. The method according to claim 1, characterized in that The method further comprises: When it is detected that the test vehicle is traveling in a straight line, maintaining the coupling control mode; Based on the coupling control mode, the rotation controller and the control assembly are controlled to maintain a constant tension of the transmission belt to maintain the mechanical coupling between the steering column and the steering wheel.

7. The method according to claim 1, characterized in that The method further comprises: When it is detected that the test vehicle is about to turn, maintaining the coupling control mode; Based on the coupling control mode, the rotation controller and the control assembly are controlled to rotate synchronously in the same direction to drive the steering wheel to rotate, and the steering column is driven to rotate through the transmission belt.

8. A steering control system for a vehicle steering wheel, characterized in that: The steering control system is connected to the steering wheel and is provided with a rotation controller and a control component. The system includes: A collision test task receiving module, configured to receive a collision test task, wherein the collision test task includes a target collision point located on a collision test track; a decoupling mode switching module, configured to switch from a default coupling control mode to a decoupling control mode when detecting that the test vehicle is about to hit the target collision point; The steering wheel decoupling module is used to control the rotation controller and the control component to move in opposite directions based on the decoupling control mode, so as to separate the steering column connected to the steering wheel from the steering wheel.

9. An electronic device, characterized in that: include: processor; as well as A memory having executable codes stored thereon, which, when executed by the processor, causes the processor to execute the method according to any one of claims 1 to 7.

10. A computer-readable storage medium having executable codes stored thereon, wherein when the executable codes are executed by a processor of an electronic device, the processor is caused to execute the method according to any one of claims 1 to 7.

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