Vehicle control system, vehicle control method and vehicle

Abstract

The embodiment of the invention provides a vehicle control system, a vehicle control method and a vehicle. The vehicle control system is applied to a vehicle and comprises an operation device, an execution device, a first detection device and a control device. The control device can move under the action of external force and can comprise any one of a steering wheel, a brake pedal and an accelerator pedal. The first detection device and the control device are mutually independent, the first detection device and the control device are not physically connected, and the first detection device is used for detecting the movement of the control device. The control device is electrically connected with the first detection device and the execution device and used for controlling the execution device to operate according to the change of the detection result of the first detection device so as to adjust the running state of the vehicle. Wherein the running state of the vehicle comprises steering, braking or acceleration. The arrangement of the first detection device is optimized, and the reliability of the first detection device is improved.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to a vehicle control system, a vehicle control method, and a vehicle. Background Technology

[0002] With the development of automotive electronics technology, people can use electronic power-assisted technology to help drive vehicles. Specifically, sensors are installed inside the vehicle to collect the movement of the steering wheel, brake pedal, or accelerator pedal, and transmit the corresponding signals to the control unit via cables. The control unit processes these signals and then drives the actuators to assist or partially replace the driver's control of the vehicle (steering, braking, or acceleration), significantly improving safety, comfort, and convenience.

[0003] Today, electronic power steering technology is gradually evolving into drive-by-wire technology. Drive-by-wire technology can be considered a further development and deepening of electronic power steering technology. Its core lies in eliminating or minimizing traditional mechanical or hydraulic connections, transmitting driver commands or commands from the autonomous driving system entirely through electrical signals. This gives cars advantages such as compact structure, good controllability, and fast response speed.

[0004] Whether it's electronic power steering or drive-by-wire technology, sensors play a crucial role. Currently, sensors are typically integrated into the vehicle's control mechanisms. For example, to sense the driver's steering intention, a sensor that detects the steering wheel angle can be installed in the steering wheel or steering column. To sense the driver's braking intention, a sensor that detects the brake pedal's travel distance can be installed in the brake pedal. Similarly, to sense the driver's acceleration intention, a sensor that detects the accelerator pedal's travel distance can be installed in the accelerator pedal. Because these sensors are installed in control mechanisms such as the steering wheel, brake pedal, and accelerator pedal, if a sensor fails, replacing or repairing it involves disassembling and reinstalling the control mechanisms, resulting in long repair cycles and high repair costs. Summary of the Invention

[0005] This application provides a vehicle control system, a vehicle control method, and a vehicle for optimizing sensor arrangement and improving sensor reliability.

[0006] Firstly, a vehicle control system is provided. This vehicle control system is applied to a vehicle and includes a control device, an actuator, a first detection device, and a control device. Specifically, the control device is a device used by the driver to control the vehicle's movement, capable of movement under the driver's control, including a steering wheel, brake pedal, or accelerator pedal. The first detection device and the control device are independent of each other, and there is no physical connection between them. The first detection device is used to detect the movement of the control device. The control device is electrically connected to the first detection device and the actuator. The control device is used to control the operation of the actuator based on changes in the detection results of the first detection device to adjust the vehicle's driving state; the vehicle's driving state includes steering, braking, or acceleration.

[0007] In vehicle control systems, the detection results from the first detection device serve as the basis for the control device to control the operation of the actuators; therefore, the reliable operation of the first detection device is crucial. In its design, the first detection device and the control device are separate, without being directly connected. When the control device moves, it does not directly and necessarily cause a corresponding movement in the first detection device. Thus, if the first detection device malfunctions, it can be replaced or repaired independently without disassembling the control device. Furthermore, the independent design of the first detection device and the control device facilitates regular maintenance of the first detection device, extending its service life, reducing the risk of malfunction during driving, and improving driving safety.

[0008] When specifically setting up the first detection device, the first detection device can include various types. For example, in one optional technical solution, the first detection device includes a camera, which is used to capture images of the control device. The control device is specifically used to control the operation of the actuator based on changes in the images, so as to adjust the driving state of the vehicle. The aforementioned control device can include any one of a steering wheel, brake pedal, or accelerator pedal.

[0009] For example, in another alternative technical solution, the vehicle includes a frame, and the control device includes pedals, which are rotatably connected to the frame via a pivot. A first detection device includes a distance sensor, which is fixedly connected to the frame and located on the side of the pedal along its rotation direction. The distance sensor is used to detect the distance between itself and the pedal. Specifically, a control device is used to control the operation of the actuators based on changes in the distance to adjust the vehicle's driving state.

[0010] In addition to the first detection device, the vehicle control system may also include other detection devices to form a redundant design. For example, in one possible technical solution, the vehicle control system further includes a second detection device, which is also used to detect the movement of the control device. The control device and the second detection device are electrically connected. Before controlling the operation of the actuator based on the change in the detection result of the first detection device to adjust the driving state of the vehicle, the control device is also used for:

[0011] Determine the operating status of the first and second detection devices;

[0012] When it is determined that the second detection device is operating normally, the actuator is controlled to operate according to the changes in the detection results of the second detection device in order to adjust the driving state of the vehicle;

[0013] When it is determined that the second detection device is faulty and the first detection device is operating normally, the actuator is controlled to operate based on the changes in the detection results of the first detection device in order to adjust the vehicle's driving status.

[0014] In the above technical solution, the second detection device is the main detection device. When the second detection device is functioning normally, the control device uses the detection results of the second detection device as the basis for controlling the operation of the execution device. The first detection device is a backup detection device. The first detection device is activated when the second detection device malfunctions. The control device uses the detection results of the first detection device as the basis for controlling the operation of the execution device, ensuring the driver's control of the vehicle and improving driving safety.

[0015] In one optional technical solution for installing the second detection device, the second detection device and the operating device are fixedly connected. Optionally, the second detection device and the operating device can be fixedly connected by bolts, screws, rivets, welding, adhesives, etc., or they can be fastened together by snap-fit, pins, tenons, etc. When the operating device moves, it will directly and inevitably cause the second detection device to move accordingly.

[0016] In one optional technical solution, the control device determines the operating status of the first detection device and the second detection device, specifically including:

[0017] The first characteristic value of the control device is determined based on the detection result of the first detection device, and the second characteristic value of the control device is determined based on the detection result of the second detection device; the first characteristic value and the second characteristic value are the values ​​of the same physical quantity that reflect the movement of the control device.

[0018] When the absolute value of the difference between the first feature value and the second feature value is less than or equal to the threshold, it is determined that the first detection device and the second detection device are operating normally.

[0019] When the absolute value of the difference between the first feature value and the second feature value is greater than the threshold, a self-test command is sent to the first detection device and the second detection device.

[0020] The system receives the self-test results of the first and second detection devices. When the self-test result of the first detection device is normal and the self-test result of the second detection device is faulty, the second detection device is determined to be faulty. When the self-test result of the first detection device is faulty and the self-test result of the second detection device is normal, the first detection device is determined to be faulty. When the self-test results of both the first and second detection devices are faulty, the first and second detection devices are determined to be faulty.

[0021] In addition to the methods described above, the control device can also send a self-test command to the first and second detection devices at set time intervals, and determine the status of the first and second detection devices based on their self-test results. Of course, the control device can also determine the status of the first and second detection devices through other methods, which will not be listed here.

[0022] In one optional technical solution, when both the first detection device and the second detection device are operating normally, the control device is further configured to correct the second feature value based on the first feature value, and / or, correct the first feature value based on the second feature value.

[0023] In the above technical solution, the first detection device and the second detection device improve the accuracy of the detection results by mutual calibration.

[0024] Secondly, this application also provides a vehicle control method. This vehicle control method is applied to the vehicle control system described in any of the technical solutions of the first aspect, and includes:

[0025] Obtain the detection results from the first detection device;

[0026] The actuator is controlled to operate based on the changes in the detection results of the first detection device in order to adjust the driving state of the vehicle; wherein the driving state of the vehicle includes steering, braking or acceleration.

[0027] When controlling vehicle movement using the aforementioned method, the reliable operation of the first detection device is crucial. In this application, the first detection device and the control device are separated, and they are not directly connected by a fixed method. When the control device moves, it does not directly and necessarily cause the first detection device to move accordingly. Thus, if the first detection device malfunctions, it can be replaced or repaired independently without disassembling the control device. Furthermore, the independent arrangement of the first detection device and the control device facilitates regular maintenance of the first detection device, extends its service life, reduces the risk of malfunction during driving, and improves driving safety.

[0028] In one optional technical solution, the vehicle control system further includes a second detection device, which, like the first detection device, is also used to detect the movement of the control device. Furthermore, the detection result of the first detection device can also serve as a basis for controlling the operation of the actuator. For example, in the above method, before controlling the operation of the actuator based on the change in the detection result of the first detection device to adjust the vehicle's driving state, the method further includes:

[0029] Determine the operating status of the first and second detection devices;

[0030] When it is determined that the second detection device is operating normally, the actuator is controlled to operate according to the changes in the detection results of the second detection device in order to adjust the driving state of the vehicle;

[0031] When it is determined that the second detection device is faulty and the first detection device is operating normally, the actuator is controlled to operate based on the changes in the detection results of the first detection device in order to adjust the vehicle's driving status.

[0032] In the above method, the second detection device is the primary detection device. When the second detection device is functioning normally, the operation of the actuator is controlled based on the detection results of the second detection device. The first detection device is the backup detection device. In the event of a malfunction of the second detection device, the operation of the actuator is controlled based on the detection results of the first detection device, thereby ensuring the driver's control over the vehicle and improving driving safety.

[0033] In one optional technical solution, determining the operating status of the first detection device and the second detection device specifically includes:

[0034] The first characteristic value of the control device is determined based on the detection result of the first detection device, and the second characteristic value of the control device is determined based on the detection result of the second detection device; the first characteristic value and the second characteristic value are the values ​​of the same physical quantity that reflect the movement of the control device.

[0035] When the absolute value of the difference between the first feature value and the second feature value is less than or equal to the threshold, it is determined that the first detection device and the second detection device are operating normally.

[0036] When the absolute value of the difference between the first feature value and the second feature value is greater than the threshold, a self-test command is sent to the first detection device and the second detection device.

[0037] The system receives the self-test results of the first and second detection devices. When the self-test result of the first detection device is normal and the self-test result of the second detection device is faulty, the second detection device is determined to be faulty. When the self-test result of the first detection device is faulty and the self-test result of the second detection device is normal, the first detection device is determined to be faulty. When the self-test results of both the first and second detection devices are faulty, the first and second detection devices are determined to be faulty.

[0038] One alternative technical solution also includes:

[0039] When both the first detection device and the second detection device are operating normally, the second feature value is corrected based on the first feature value, and / or the first feature value is corrected based on the second feature value.

[0040] Thirdly, this application also provides a vehicle. The vehicle includes a frame and a vehicle control system as described in any of the technical solutions of the first aspect, wherein the control device is movably connected to the frame, and the control device is capable of moving relative to the frame under the action of an external force.

[0041] In the aforementioned vehicle, the first detection device and the control device are separate, and they are not directly connected to each other by any fixed method. When the control device moves, it does not directly and necessarily cause the first detection device to move accordingly. Thus, if the first detection device malfunctions, it can be replaced or repaired independently without disassembling the control device. Furthermore, the independent design of the first detection device and the control device facilitates regular maintenance of the first detection device, extends its service life, reduces the risk of malfunction during driving, and improves driving safety.

[0042] When specifically setting up the first detection device, it can be fixedly connected to the vehicle frame. Alternatively, the first detection device can also be a wearable device.

[0043] In one optional technical solution, the control device includes a steering wheel, and the first detection device includes a camera for capturing images of the steering wheel. When the camera is installed, the vehicle also includes a first support pillar, a second support pillar, and a windshield. The first and second support pillars are located on opposite sides of the windshield, and the distance between the center of the first support pillar and the center of the steering wheel is less than the distance between the center of the second support pillar and the center of the steering wheel. The camera is mounted on the first support pillar, and its height can be greater than the height of the steering wheel to obtain a good viewing angle.

[0044] In another alternative technical solution, the vehicle includes a first mounting surface, and the control device includes a pedal, which is rotatably connected to the first mounting surface via a rotating shaft. A first detection device includes a distance sensor located on the side of the pedal along its rotation direction, and the distance sensor is used to detect the distance between itself and the pedal. Furthermore, the distance L1 between the orthographic projection of the distance sensor on the first mounting surface and the orthographic projection of the rotating shaft on the first mounting surface along a first direction satisfies the following relationship with the length L0 of the orthographic projection of the pedal on the first mounting surface along the first direction: 2 / 3L0≤L1<L0. Wherein, the first direction is parallel to the first mounting surface and perpendicular to the extension direction of the rotating shaft.

[0045] Optionally, L1 can be 3 / 4L0, 5 / 6L0, or 11 / 12L0. Of course, L1 and L0 can also have other multiple relationships satisfying the above range, which will not be listed here. Within the above range, the distance between the ranging sensor and the rotating shaft is relatively large, allowing the ranging sensor to measure the distance between itself and the end of the pedal furthest from the rotating shaft, thereby improving detection accuracy. Attached Figure Description

[0046] Figure 1 A schematic diagram illustrating the composition of a vehicle control system provided in some embodiments of this application;

[0047] Figure 2 A schematic diagram illustrating the application of the first detection device provided in some embodiments of this application;

[0048] Figure 3 This is a schematic diagram of the installation of the first detection device provided in the embodiments of this application in a vehicle;

[0049] Figure 4 A schematic diagram illustrating the application of the first detection device provided in some embodiments of this application;

[0050] Figure 5 A schematic diagram illustrating the composition of the vehicle control system provided in this application embodiment in other embodiments;

[0051] Figure 6A schematic flowchart of the vehicle control method provided in some embodiments of this application;

[0052] Figure 7 A flowchart illustrating the vehicle control method provided in this application in other embodiments;

[0053] Figure 8 The structural schematic diagrams of the vehicle provided in some embodiments of this application are provided below.

[0054] Figure 9 The diagram shows the structure of the vehicle provided in this application in some other embodiments.

[0055] Figure label:

[0056] 10-Control device; 11-Steering wheel; 12-Pedal;

[0057] 13-Rotating shaft; 20-Actuating device; 30-First detection device;

[0058] 30a - Camera; 30b - Distance sensor; 40 - Control device;

[0059] 50 - First support pillar; 60 - Second support pillar; 70 - Front window;

[0060] 80 - Second detection device; 90 - First mounting surface; A - Marking part;

[0061] 1-Chassis; 2-Vehicle control system. Detailed Implementation

[0062] To make the objectives, technical solutions, and advantages of this application clearer, the application will be further described in detail below with reference to the accompanying drawings. However, the exemplary embodiments can be implemented in many forms and should not be construed as limited to the embodiments set forth herein. The same reference numerals in the figures denote the same or similar structures, and therefore repeated descriptions of them will be omitted. The terms expressing position and direction described in the embodiments of this application are illustrative based on the accompanying drawings, but changes can be made as needed, and all such changes are included within the scope of protection of this application. The accompanying drawings of the embodiments of this application are for illustrating relative positional relationships only and do not represent actual scale.

[0063] It should be noted that specific details are set forth in the following description to facilitate understanding of this application. However, this application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar extensions without departing from the spirit of this application. Therefore, this application is not limited to the specific embodiments disclosed below.

[0064] To facilitate understanding of the technical solution provided in this application, the application scenarios of this application will be introduced first below.

[0065] Currently, people can use electronic power-assisted technology to assist driving vehicles. Specifically, sensors are installed inside the vehicle to collect the movement of the steering wheel, brake pedal, or accelerator pedal, and transmit the corresponding signals to the control unit via cables. The control unit processes these signals and then drives the actuators to assist or partially replace the driver's control of the vehicle (steering, braking, or acceleration), significantly improving safety, comfort, and convenience.

[0066] Vehicles employing electronic power steering technology essentially add an electronic control layer to a traditional mechanical structure. Taking electronic power steering as an example, in such vehicles, the steering wheel is connected to the wheels via mechanical components such as the steering column, reducer, and steering tie rod. Simultaneously, sensors, control devices, and a power steering motor are added. In practical applications, sensors detect the rotation of the steering wheel. The control device calculates the required amount and direction of assistance based on the sensor readings, then controls the power steering motor to assist the driver in driving the reducer, ultimately steering the wheels. The mechanical connection between the steering wheel and wheels serves as a safety backup, allowing the vehicle to still steer even in the event of sensor failure.

[0067] With the development of automotive electronics technology, electronic power steering technology has gradually evolved into drive-by-wire technology. Drive-by-wire technology can be considered a further development and deepening of electronic power steering technology. Its core lies in eliminating or minimizing traditional mechanical or hydraulic connections, transmitting driver commands or commands from the autonomous driving system entirely through electrical signals. This gives the car advantages such as compact structure, good controllability, and fast response speed.

[0068] Sensors play a crucial role in both electronic power steering and drive-by-wire technologies. This application provides a vehicle control system, vehicle control method, and vehicle for optimizing sensor placement and improving sensor reliability.

[0069] Figure 1 The vehicle control system provided in this application is illustrated in some embodiments as follows: Figure 1As shown, the vehicle control system includes a control device 10, an actuator 20, a first detection device 30, and a control device 40. Specifically, the control device 10 is a device for the driver to control the vehicle's movement; it can move under the driver's control, and the movement of the control device 10 reflects the driver's driving intention. Functionally, the control device 10 includes a steering control device, a braking control device, and an acceleration control device. The steering control device includes a steering wheel, which is rotatably connected to the vehicle's frame. The steering wheel can rotate under the driver's control, thus changing the steering angle. The rotation of the steering wheel reflects the driver's intention to control the vehicle's direction of travel; in other words, when the driver intends to adjust the vehicle's direction of travel, they can manipulate the steering wheel to cause it to rotate accordingly, thereby achieving the aforementioned purpose. In some embodiments, in addition to the steering wheel, the steering control device may also include a steering column or other linkage components connected to the steering wheel.

[0070] The braking control device includes a brake pedal, which is rotatably connected to the vehicle frame via a pivot. The brake pedal can rotate around this pivot under the driver's control, thus moving relative to its initial position. This movement of the brake pedal reflects the driver's intention to control the vehicle's braking; in other words, when the driver intends to brake the vehicle, they can apply force to the brake pedal with their foot, causing it to move. The distance the brake pedal is depressed from its initial position reflects the force of the driver's braking. Specifically, the greater the distance, the greater the braking force and the more pronounced the deceleration effect. Conversely, the smaller the distance, the less the braking force and the weaker the deceleration effect.

[0071] The acceleration control device includes an accelerator pedal, which is rotatably connected to the vehicle via a pivot. The accelerator pedal can rotate around this pivot under the driver's control, thus moving relative to its initial position. Similar to the brake pedal, the movement of the accelerator pedal reflects the driver's intention to accelerate the vehicle; by applying force to the accelerator pedal, the vehicle's speed can be increased.

[0072] The first detection device 30 is used to detect the movement of the control device 10. The first detection device 30 is electrically connected to the control device 40, and the control device 40 can identify the driver's driving intention based on the detection result of the first detection device 30. For example, in some embodiments, the control device 10 includes a steering wheel, and the first detection device 30 is used to detect the rotation of the steering wheel. When the control device 40 determines that the steering wheel has rotated based on the detection result of the first detection device 30, it can determine that the driver has a steering intention. In other embodiments, the control device 10 includes a brake pedal, and the first detection device 30 is used to detect the movement of the brake pedal. When the control device 40 determines that the brake pedal has been depressed to a greater depth based on the detection result of the first detection device 30, it can determine that the driver has a braking intention. In still other embodiments, the control device 10 includes an accelerator pedal, and the first detection device 30 is used to detect the movement of the accelerator pedal. When the control device 40 determines that the accelerator pedal has been depressed to a greater depth based on the detection result of the first detection device 30, it can determine that the driver has an acceleration intention.

[0073] The control device 40 and the actuator 20 are electrically connected. The control device 40 can control the actuator 20 to operate based on changes in the detection results of the first detection device 30, thereby adjusting the vehicle's driving state. Of course, when controlling the actuator 20, the control device 40 can also consider other vehicle state parameters to make decisions, resulting in smoother vehicle operation. These other state parameters include, but are not limited to, vehicle speed, yaw rate, or lateral acceleration.

[0074] Functionally, the actuator 20 includes a steering actuator, a braking actuator, and an acceleration actuator. In some embodiments, the steering actuator includes a steering motor, a first reducer, a first motion conversion mechanism, and a steering tie rod. The steering motor receives commands from the control device 40 and provides the torque required for steering. The first reducer is connected to the steering motor and amplifies the torque output by the steering motor to accommodate steering resistance. The first motion conversion mechanism is connected to the first reducer and the steering tie rod. The first motion conversion mechanism converts the rotational motion of the first reducer into linear motion and pushes the steering knuckle to rotate around the kingpin shaft via the steering tie rod. The steering knuckle is connected to the wheel, allowing the wheel to rotate under the drive of the steering knuckle.

[0075] Optionally, the first motion conversion mechanism can be a rack and pinion or a ball screw.

[0076] In some embodiments of the braking actuator, the device includes a hub motor, a second reducer, a second motion conversion mechanism, and brake pads. The hub motor receives commands from the control device 40 and provides torque. The second reducer is connected to the hub motor and amplifies the torque output by the hub motor. The second motion conversion mechanism is connected to the second reducer and the brake pads to convert the rotational motion of the second reducer into the linear motion of the brake pads, causing the brake pads to clamp the brake disc, thereby generating braking force.

[0077] Optionally, the second motion conversion mechanism can be a rack and pinion or a ball screw.

[0078] In some embodiments, the acceleration actuator includes a motor connected to the engine's throttle flap. The motor can receive commands from the control device 40 to drive the flap to rotate, thereby adjusting the flap opening and correspondingly adjusting the engine's intake air volume.

[0079] Of course, in other embodiments, the steering actuator, braking actuator, and acceleration actuator may also have other structural forms, which will not be described in detail in this application.

[0080] As can be seen from the above, the detection result of the first detection device 30 is the basis for the control device 40 to control the operation of the execution device 20. Therefore, the reliable operation of the first detection device 30 is crucial. In this application, when installing the first detection device 30, the first detection device 30 and the operating device 10 are independent of each other, and there is no physical connection between the first detection device 30 and the operating device 10. Specifically, in terms of connection, the first detection device 30 and the operating device 10 are not directly connected to each other by a fixing method. For example, the first detection device 30 and the operating device 10 are not fixed together by bolts, screws, rivets, welding, adhesives, etc. Furthermore, the first detection device 30 and the operating device 10 are not fastened together by snap-fit, pins, tenons, etc. In terms of spatial relationship, there may be physical space or gap between the first detection device 30 and the operating device 10. Even if the first detection device 30 and the operating device 10 are in contact, they will not form a rigid connection. In terms of causality, the movement or force of one component will not directly and necessarily cause the corresponding movement or force of another component. For example, when the manipulator 10 moves, it does not directly or necessarily cause the first detection device 30 to move accordingly.

[0081] Thus, when the first detection device 30 malfunctions, it can be replaced or repaired independently without disassembling the control device 10. Furthermore, the independent setup of the first detection device 30 and the control device 10 facilitates regular maintenance of the first detection device 30, thereby extending its service life, reducing the risk of malfunction during driving, and improving driving safety.

[0082] When specifically setting up the first detection device 30, the first detection device 30 includes various types. Figure 2 The first detection device provided in the embodiments of this application is illustrated in some embodiments, such as... Figure 2 As shown, the first detection device 30 includes a camera 30a, which is used to capture images of the control device 10. The control device 40 is specifically used to control the operation of the execution device 20 according to changes in the images, so as to adjust the driving state of the vehicle. Figure 2 In the illustration, camera 30a is used to capture images of the steering wheel. In other embodiments, camera 30a can also be used to capture images of the brake pedal or accelerator pedal.

[0083] To clearly capture the movement of the control device 10, a marking portion A can be provided on the surface of the control device 10 facing the camera 30a. When the control device 10 moves, the marking portion A also moves accordingly. The marking portion A can be a raised portion, a recessed portion, or it can be a character or a graphic. Since the camera 30a is stationary, the position of the marking portion A in the image captured by the camera 30a will change as the control device 10 moves. The control device 40 can determine the movement information of the control device 10 based on the change in the position of the marking portion A, thereby controlling the operation of the execution device 20.

[0084] When installing camera 30a, it can be mounted near the control device 10 in a location that is not easily obstructed by obstacles, thereby improving the image acquisition quality. When camera 30a is used to acquire images of the steering wheel, it can be mounted near the steering wheel. Figure 3 This is a schematic diagram of the installation of the first detection device provided in the embodiments of this application in a vehicle, as shown below. Figure 3As shown, the vehicle includes a first support pillar 50, a second support pillar 60, and a front window 70. The first support pillar 50 and the second support pillar 60 are located on opposite sides of the front window 70, and the distance between the center of the first support pillar 50 and the center of the steering wheel 11 is less than the distance between the center of the second support pillar 60 and the center of the steering wheel 11. A camera 30a can be mounted on the first support pillar 50, and the camera 30a can be higher than the steering wheel 11, thereby expanding the shooting range of the camera 30a. Generally speaking, the aforementioned first support pillar 50 and second support pillar 60 can also be referred to as the vehicle's front pillars or A-pillars.

[0085] In other embodiments, the camera 30a may also be mounted on a panel located behind the steering wheel 11, and the camera 30a can also capture images of the steering wheel 11.

[0086] In addition to capturing images of the steering wheel 11, the aforementioned camera 30a can also have other functions. For example, camera 30a can monitor the driver's status in real time to prevent accidents caused by fatigue, distraction, or dangerous behavior. Furthermore, camera 30a can identify different drivers using facial recognition technology. Once a specific driver is identified, the system can automatically access that driver's preset personalized settings, such as seat position, steering wheel position, rearview mirror angle, air conditioning temperature, favorite radio stations or music playlists, and navigation preferences, improving driving convenience and comfort. Of course, camera 30a can also integrate other functions, which will not be listed here.

[0087] When camera 30a is used to capture images of the pedal, camera 30a can be mounted near the pedal. This pedal can be either a brake pedal or an accelerator pedal. Each brake pedal and accelerator pedal can have its own camera 30a, or both can share a single camera 30a.

[0088] In the above embodiments, the first detection device 30 includes a camera 30a, and the control device 40 controls the operation of the corresponding execution device 20 based on the image of the control device 10 captured by the camera 30a, so as to adjust the driving state of the vehicle.

[0089] Figure 4 Schematic diagrams illustrating the application of the first detection device provided in the embodiments of this application in other embodiments, such as... Figure 4 As shown, the first detection device 30 may further include a distance sensor 30b, which is fixedly connected to the vehicle frame. The distance sensor 30b is installed near the pedal 12 and is located on the side of the pedal 12 along the rotation direction of the pedal 12. The distance sensor 30b is used to detect the distance between itself and the pedal 12.

[0090] The aforementioned pedal 12 is rotatably connected to the vehicle frame via a pivot 13. When the pedal 12 rotates around the pivot 13, the distance between the pedal 12 and the distance sensor 30b changes. The distance sensor 30b measures this distance and transmits it to the control device 40. The control device 40 can determine the movement information of the pedal 12 based on the change in distance, thereby controlling the operation of the actuator 20 and adjusting the vehicle's driving state.

[0091] In terms of type, pedal 12 can be either a brake pedal or an accelerator pedal. In terms of installation method, pedal 12 can be either a floor-mounted pedal or a suspended pedal.

[0092] When specifically configuring the ranging sensor 30b, the ranging sensor 30b can include various types. Optionally, the ranging sensor 30b can be an infrared sensor, a laser sensor, or an ultrasonic sensor.

[0093] Please continue to refer to this. Figure 4 In some embodiments, when specifically arranging the ranging sensor 30b, the vehicle has a first mounting surface 90, and the ranging sensor 30b is fixed to the first mounting surface 90. The pedal 12 can also be arranged on the first mounting surface 90, and during the rotation of the pedal 12 around the pivot 13, the orthographic projection of the pedal 12 on the first mounting surface 90 always covers the ranging sensor 30b. Specifically, the ranging sensor 30b can be used to measure the distance between itself and the end of the pedal 12 away from the pivot 13. This is because the space between the end of the pedal 12 away from the pivot 13 and the first mounting surface 90 is relatively large, and the displacement change at this end is more significant when the pedal 12 rotates around the pivot 13. This helps to improve the detection accuracy of the ranging sensor 30b.

[0094] In some specific embodiments, the distance L1 between the orthographic projection of the ranging sensor 30b on the first mounting surface 90 and the orthographic projection of the rotating shaft 13 on the first mounting surface 90 along the first direction, and the length L0 of the orthographic projection of the pedal 12 on the first mounting surface 90 along the first direction, satisfy the following relationship: 2 / 3L0≤L1<L0. Within the above range, the distance between the ranging sensor 30b and the rotating shaft 13 is relatively large, allowing the ranging sensor 30b to measure the distance between itself and the end of the pedal 12 furthest from the rotating shaft 13, thereby improving detection accuracy.

[0095] Optionally, L1 can take the values ​​of 3 / 4L0, 5 / 6L0, or 11 / 12L0. Of course, L1 and L0 can also have other multiple relationships that satisfy the above range, which will not be listed one by one in this application.

[0096] It is understandable that, since pedal 12 is rotatable, the values ​​of L1 and L0 mentioned above are variable. However, the above relationships hold true when pedal 12 is in any position.

[0097] Figure 5 Schematic diagrams illustrating the composition of the vehicle control system provided in the embodiments of this application in other embodiments, such as... Figure 5 As shown, the vehicle control system also includes a second detection device 80, which, similar to the first detection device 30, is also used to detect the movement of the control device 10. The control device 40 and the second detection device 80 are electrically connected, and the detection result of the second detection device 80 can also serve as the basis for the control device 40 to control the operation of the actuator 20. For example, before controlling the actuator 20 to adjust the vehicle's driving state based on changes in the detection result of the first detection device 30, the control device 40 is also used to:

[0098] Determine the operating status of the first detection device 30 and the second detection device 80;

[0099] When it is determined that the second detection device 80 is operating normally, the actuator 20 is controlled to operate according to the change in the detection result of the second detection device 80, so as to adjust the driving state of the vehicle.

[0100] When it is determined that the second detection device 80 is faulty and the first detection device 30 is operating normally, the actuator 20 is controlled to operate according to the change in the detection result of the first detection device 30, so as to adjust the driving state of the vehicle.

[0101] In other words, the second detection device 80 is the primary detection device. When the second detection device 80 is functioning normally, the control device 40 uses the detection results of the second detection device 80 as the basis for controlling the operation of the execution device 20. The first detection device 30 is the backup detection device. The first detection device 30 is activated when the second detection device 80 malfunctions. The control device 40 uses the detection results of the first detection device 30 as the basis for controlling the operation of the execution device 20, ensuring the driver's control of the vehicle and improving driving safety.

[0102] Understandably, when the second detection device 80 malfunctions, the control device 40 can combine the historical detection results of the second detection device 80 before the malfunction with the current detection results of the first detection device 30 to control the operation of the execution device 20, thereby improving the accuracy of vehicle control.

[0103] In some embodiments, the second detection device 80 and the operating device 10 are physically connected during the installation of the second detection device 80. More specifically, the second detection device 80 is directly fixed to the operating device 10. Optionally, the second detection device 80 and the operating device 10 can be fixedly connected by bolts, screws, rivets, welding, adhesives, etc., or they can be fastened together by snap-fit, pins, tenons, etc. When the operating device 10 moves, it will directly and inevitably cause the second detection device 80 to move accordingly.

[0104] For example, when the second detection device 80 is used to detect the rotation of the steering wheel, the second detection device 80 can be a steering wheel torque sensor or a steering wheel angle sensor. Specifically, the aforementioned sensor can be installed at the connection between the steering wheel frame and the steering column, thereby enabling a more direct and accurate perception of the driver's steering intention and operating force.

[0105] For example, when the second detection device 80 is used to detect the movement of the pedal, the second detection device 80 can be a displacement sensor. The displacement sensor is fixed to the pedal and moves with the movement of the pedal.

[0106] Compared to the first detection device 30, the second detection device 80 has a physical connection with the operating device 10, while the first detection device 30 does not. The second detection device 80 and the first detection device 30 have different installation positions and different detection principles, thereby reducing the problem of common-cause failure of both the first detection device 30 and the second detection device 80.

[0107] Taking the steering wheel as an example, the first detection device 30 includes a camera mounted on the first support pillar of the vehicle to capture images of the steering wheel. The second detection device 80 includes a steering wheel torque sensor mounted at the connection between the steering wheel frame and the steering column to detect the torque of the steering wheel.

[0108] In other embodiments, similar to the first detection device 30, the second detection device 80 is also not physically connected to the operating device 10. The first detection device 30 and the second detection device 80 can be of different types and located in different positions. Alternatively, the first detection device 30 and the second detection device 80 can also be of the same type and located in different positions.

[0109] Taking a pedal as an example, the first detection device 30 includes a camera, which is installed near the pedal and used to capture images of the pedal. The second detection device 80 includes a distance sensor, which is located on the side of the pedal along the rotation direction of the pedal and is used to detect the distance between itself and the pedal.

[0110] In some embodiments, the second detection device 80 can be a wearable device. Optionally, the second detection device 80 can be a smartwatch, which integrates a displacement sensor that can detect the movement of the hand caused by turning the steering wheel, thereby detecting the movement of the steering wheel accordingly. As another example, the second detection device 80 can be smart shoes or socks, which integrate a displacement sensor that can detect the movement of the foot caused by driving the pedals, thereby detecting the movement of the pedals accordingly. Yet another example is that the second detection device 80 can be smart glasses, which integrate a camera that can capture images of the steering wheel, thereby detecting the movement of the steering wheel.

[0111] As can be seen from the above, when the vehicle control system includes a first detection device 30 and a second detection device 80, the control device 40 needs to determine the operating status of the first detection device 30 and the second detection device 80 to see if they are in a normal or faulty state. In some embodiments, the control device 40 can specifically determine the operating status of the first detection device 30 and the second detection device 80 in the following ways:

[0112] The first characteristic value of the control device 10 is determined based on the detection result of the first detection device 30, and the second characteristic value of the control device 10 is determined based on the detection result of the second detection device 80; wherein, the first characteristic value and the second characteristic value are the values ​​of the same physical quantity reflecting the movement of the control device 10; taking the control device 10 including a steering wheel as an example, the above-mentioned first characteristic value and second characteristic value can be the values ​​reflecting the turning angle of the steering wheel.

[0113] When the absolute value of the difference between the first feature value and the second feature value is less than or equal to the threshold, it is determined that the first detection device 30 and the second detection device 80 are operating normally; in this case, both the first detection device 30 and the second detection device 80 can detect the actual movement of the control device 10 relatively accurately.

[0114] When the absolute value of the difference between the first feature value and the second feature value is greater than the threshold, at least one of the first detection device 30 and the second detection device 80 is faulty. At this time, a self-test command can be sent to the first detection device 30 and the second detection device 80.

[0115] The system receives the self-test results from the first detection device 30 and the second detection device 80. When the self-test result of the first detection device 30 is normal and the self-test result of the second detection device 80 is faulty, the second detection device 80 is determined to be faulty. When the self-test result of the first detection device 30 is faulty and the self-test result of the second detection device 80 is normal, the first detection device 30 is determined to be faulty. When the self-test results of both the first detection device 30 and the second detection device 80 are faulty, both the first detection device 30 and the second detection device 80 are determined to be faulty.

[0116] In addition to the above methods, the control device 40 can also send a self-test command to the first detection device 30 and the second detection device 80 at set intervals, and determine the status of the first detection device 30 and the second detection device 80 based on the self-test results of the first detection device 30 and the second detection device 80.

[0117] Of course, the control device 40 can also determine the status of the first detection device 30 and the second detection device 80 in other ways, which will not be listed in this application.

[0118] In some embodiments, when both the first detection device 30 and the second detection device 80 are operating normally, the control device 40 is further configured to correct the second feature value based on the first feature value, and / or to correct the first feature value based on the second feature value.

[0119] In practical applications, when the detection accuracy of the first detection device 30 is higher than that of the second detection device 80, the second feature value can be corrected based on the first feature value. Specifically, the algorithm for obtaining the second feature value can be optimized to make it closer to the first feature value. Conversely, when the detection accuracy of the second detection device 80 is higher than that of the first detection device 30, the first feature value can be corrected based on the second feature value. Similarly, the algorithm for obtaining the first feature value can be optimized to make it closer to the second feature value. Thus, when the control device 40 uses the detection results of the first detection device 30 or the second detection device 80 as a basis to control the execution device 20, accuracy can be improved.

[0120] Based on the same technical concept, this application also provides a vehicle control method. Figure 6 The vehicle control method provided in this application is illustrated in some embodiments. This vehicle control method can be applied to the vehicle control system involved in any of the above embodiments. Specifically, the vehicle control method includes:

[0121] Step S101: Obtain the detection result of the first detection device 30;

[0122] Step S102: Control the execution device 20 to operate according to the change in the detection result of the first detection device 30, so as to adjust the driving state of the vehicle.

[0123] The vehicle's driving status includes steering, braking, or acceleration.

[0124] In the aforementioned vehicle control method, the detection result of the first detection device 30 can serve as the basis for controlling the operation of the actuator 20, thereby adjusting the vehicle's driving state. The first detection device 30 and the control device 10 are independent of each other, and there is no physical connection between them. When the first detection device 30 malfunctions, it can be replaced or repaired independently without disassembling the control device 10. Furthermore, the independent setup of the first detection device 30 and the control device 10 facilitates regular maintenance of the first detection device 30, thereby extending its service life, reducing the risk of malfunction during driving, and improving driving safety.

[0125] In some embodiments, the vehicle control system further includes a second detection device 80, which is also used to detect the movement of the control device 10. In some scenarios, the detection result of the second detection device 80 can also serve as the basis for controlling the operation of the control execution device 20. Figure 7 Flowcharts of the vehicle control method provided in the embodiments of this application in other embodiments, such as Figure 7 As shown, prior to step S102, the vehicle control method further includes:

[0126] Step S103: Determine the operating status of the first detection device 30 and the second detection device 80; when it is determined that the second detection device 80 is operating normally, execute step S104; when it is determined that the second detection device 80 is faulty and the first detection device 30 is operating normally, execute step S102.

[0127] Step S104: Control the execution device 20 to operate based on the change in the detection result of the second detection device 80, so as to adjust the driving state of the vehicle.

[0128] As can be seen from the above, when the vehicle control system includes a first detection device 30 and a second detection device 80, it is necessary to determine the operating status of the first detection device 30 and the second detection device 80 to determine whether they are in a normal or faulty state. In some embodiments, determining the operating status of the first detection device and the second detection device specifically includes the following steps:

[0129] The first characteristic value of the control device 10 is determined based on the detection result of the first detection device 30, and the second characteristic value of the control device 10 is determined based on the detection result of the second detection device 80; wherein the first characteristic value and the second characteristic value are the values ​​of the same physical quantity that reflect the movement of the control device 10.

[0130] When the absolute value of the difference between the first feature value and the second feature value is less than or equal to the threshold, it is determined that the first detection device 30 and the second detection device 80 are operating normally.

[0131] When the absolute value of the difference between the first feature value and the second feature value is greater than the threshold, a self-test command is sent to the first detection device 30 and the second detection device 80.

[0132] The system receives the self-test results from the first detection device 30 and the second detection device 80. When the self-test result of the first detection device 30 is normal and the self-test result of the second detection device 80 is faulty, the system determines that the second detection device 80 is faulty. When the self-test result of the first detection device 30 is faulty and the self-test result of the second detection device 80 is normal, the system determines that the first detection device 30 is faulty. When the self-test results of both the first detection device 30 and the second detection device 80 are faulty, the system determines that both the first detection device 30 and the second detection device 80 are faulty.

[0133] Of course, the state of the first detection device 30 and the second detection device 80 can also be determined by other means, which will not be listed in this application.

[0134] In some embodiments, when both the first detection device 30 and the second detection device 80 are operating normally, the vehicle control method further includes: correcting the second feature value based on the first feature value, and / or correcting the first feature value based on the second feature value.

[0135] In practical applications, when the detection accuracy of the first detection device 30 is higher than that of the second detection device 80, the second feature value can be corrected based on the first feature value. Specifically, the algorithm for obtaining the second feature value can be optimized to make it closer to the first feature value. Conversely, when the detection accuracy of the second detection device 80 is higher than that of the first detection device 30, the first feature value can be corrected based on the second feature value. Similarly, the algorithm for obtaining the first feature value can be optimized to make it closer to the second feature value. Thus, when the control device 40 uses the detection results of the first detection device 30 or the second detection device 80 as a basis to control the execution device 20, accuracy can be improved.

[0136] Based on the same technical concept, this application also provides a vehicle. Figure 8 The structural schematic diagrams of the vehicle provided in some embodiments of this application are as follows: Figure 8As shown, the vehicle includes a frame 1 and a vehicle control system 2 as described in any of the above embodiments. The vehicle control system 2 includes a control device 10, an actuator 20, a first detection device 30, and a control device 40. The control device 10 is movably connected to the frame 1 and is used to move relative to the frame 1 under external force. The first detection device 30 and the control device 10 are independent of each other, and there is no physical connection between them. When the first detection device 30 malfunctions, it can be replaced or repaired independently without disassembling the control device 10. Furthermore, the independent configuration of the first detection device 30 and the control device 10 facilitates regular maintenance of the first detection device 30, thereby extending its service life, reducing the risk of malfunction during driving, and improving driving safety.

[0137] In some embodiments, the first detection device 30 is fixedly connected to the vehicle frame 1. The first detection device 30 includes a data acquisition window, which is disposed facing the operating device 10. In specific configurations, the first detection device 30 can include various types. For example... Figure 8 As shown, the first detection device 30 includes a camera 30a, which can be mounted near the steering wheel 11 and used to capture images of the steering wheel 11. The control device 40 can control the corresponding actuator 20 to operate based on the images captured by the camera 30a, thereby steering the vehicle. In some other embodiments, the camera 30a can also be mounted near the brake pedal or accelerator pedal to capture images of the brake pedal or accelerator pedal. The control device 40 can control the corresponding actuator 20 to operate based on the images captured by the camera 30a, thereby braking or accelerating the vehicle.

[0138] Figure 9 The flowchart of the vehicle provided in the embodiments of this application is shown in some other embodiments, such as Figure 9 As shown, the first detection device 30 includes a distance sensor 30b, which is fixedly connected to the frame 1. The distance sensor 30b is installed near the pedal 12, and is located on the side of the pedal 12 along the rotation direction of the pedal 12. The distance sensor 30b is used to detect the distance between itself and the pedal 12. The pedal can be a brake pedal or an accelerator pedal.

[0139] In other embodiments, the first detection device 30 can be a wearable device. Optionally, the first detection device 30 can be a smartwatch, which integrates a displacement sensor that can detect the movement of the hand caused by turning the steering wheel 11, thereby detecting the movement of the steering wheel 11 accordingly. As another example, the first detection device 30 can be smart shoes or socks, which integrate a displacement sensor that can detect the movement of the foot caused by driving the pedal 12, thereby detecting the movement of the pedal 12 accordingly. Yet another example is smart glasses, which integrate a camera that can capture images of the steering wheel 11, thereby detecting the movement of the steering wheel 11.

[0140] Obviously, those skilled in the art can make various modifications and variations to this application without departing from the scope of this application. Therefore, if such modifications and variations fall within the scope of the claims of this application and their equivalents, this application is also intended to include such modifications and variations.

Claims

1. A vehicle control system, characterized in that, Applied to vehicles, including operating devices, actuators, first detection devices, and control devices; The control device is used to move under the action of external force; The first detection device and the control device are independent of each other, and there is no physical connection between the first detection device and the control device; the first detection device is used to detect the movement of the control device; The control device is electrically connected to the first detection device and the execution device. The control device is used to control the operation of the execution device according to the change of the detection result of the first detection device, so as to adjust the driving state of the vehicle. The driving state of the vehicle includes steering, braking or acceleration.

2. The vehicle control system as described in claim 1, characterized in that, The first detection device includes a camera, which is used to capture images of the control device; The control device is specifically used to control the operation of the actuator according to the changes in the image, so as to adjust the driving state of the vehicle.

3. The vehicle control system as described in claim 1, characterized in that, The vehicle includes a frame, and the control device includes a pedal, which is rotatably connected to the frame via a pivot. The first detection device includes a distance sensor, which is fixedly connected to the vehicle frame and located on the side of the pedal along the rotation direction of the pedal. The distance sensor is used to detect the distance between itself and the pedal. The control device is specifically used to control the operation of the actuator according to the change in the spacing, so as to adjust the driving state of the vehicle.

4. The vehicle control system according to any one of claims 1 to 3, characterized in that, The vehicle control system further includes a second detection device for detecting the movement of the control device; The control device and the second detection device are electrically connected. Before the control device controls the operation of the actuator based on the change in the detection result of the first detection device to adjust the driving state of the vehicle, it is also used for: Determine the operating status of the first detection device and the second detection device; When it is determined that the second detection device is operating normally, the execution device is controlled to operate according to the changes in the detection results of the second detection device, so as to adjust the driving state of the vehicle; When it is determined that the second detection device is faulty and the first detection device is operating normally, the execution device is controlled to operate according to the change in the detection result of the first detection device, so as to adjust the driving state of the vehicle.

5. The vehicle control system as described in claim 4, characterized in that, The second detection device and the operating device are fixedly connected.

6. The vehicle control system as described in claim 4 or 5, characterized in that, Determining the operating status of the first detection device and the second detection device specifically includes: The first characteristic value of the control device is determined based on the detection result of the first detection device, and the second characteristic value of the control device is determined based on the detection result of the second detection device; the first characteristic value and the second characteristic value are numerical values ​​of the same physical quantity reflecting the movement of the control device. When the absolute value of the difference between the first feature value and the second feature value is less than or equal to the threshold, it is determined that the first detection device and the second detection device are operating normally. When the absolute value of the difference between the first feature value and the second feature value is greater than the threshold, a self-test command is sent to the first detection device and the second detection device. The system receives the self-test results of the first detection device and the second detection device. When the self-test result of the first detection device is normal and the self-test result of the second detection device is faulty, the second detection device is determined to be faulty. When the self-test result of the first detection device is faulty and the self-test result of the second detection device is normal, the first detection device is determined to be faulty. When the self-test results of both the first detection device and the second detection device are faulty, both the first detection device and the second detection device are determined to be faulty.

7. The vehicle control system as described in claim 6, characterized in that, The control device is also used for: When both the first detection device and the second detection device are operating normally, the second feature value is corrected based on the first feature value, and / or the first feature value is corrected based on the second feature value.

8. A vehicle control method, characterized in that, The vehicle control system according to any one of claims 1 to 7 comprises: Obtain the detection result of the first detection device; The actuator is controlled to operate based on the changes in the detection results of the first detection device, so as to adjust the driving state of the vehicle; the driving state of the vehicle includes steering, braking or acceleration.

9. The vehicle control method as described in claim 8, characterized in that, The vehicle control system further includes a second detection device for detecting the movement of the control device; Before controlling the execution device to operate based on the change in the detection result of the first detection device to adjust the driving state of the vehicle, the method further includes: Determine the operating status of the first detection device and the second detection device; When it is determined that the second detection device is operating normally, the execution device is controlled to operate according to the changes in the detection results of the second detection device, so as to adjust the driving state of the vehicle; When it is determined that the second detection device is faulty and the first detection device is operating normally, the execution device is controlled to operate according to the change in the detection result of the first detection device, so as to adjust the driving state of the vehicle.

10. The vehicle control method as described in claim 9, characterized in that, Determining the operating status of the first detection device and the second detection device specifically includes: The first characteristic value of the control device is determined based on the detection result of the first detection device, and the second characteristic value of the control device is determined based on the detection result of the second detection device; the first characteristic value and the second characteristic value are numerical values ​​of the same physical quantity reflecting the movement of the control device. When the absolute value of the difference between the first feature value and the second feature value is less than or equal to the threshold, it is determined that the first detection device and the second detection device are operating normally. When the absolute value of the difference between the first feature value and the second feature value is greater than the threshold, a self-test command is sent to the first detection device and the second detection device. The system receives the self-test results of the first detection device and the second detection device. When the self-test result of the first detection device is normal and the self-test result of the second detection device is faulty, the second detection device is determined to be faulty. When the self-test result of the first detection device is faulty and the self-test result of the second detection device is normal, the first detection device is determined to be faulty. When the self-test results of both the first detection device and the second detection device are faulty, both the first detection device and the second detection device are determined to be faulty.

11. The vehicle control method as described in claim 10, characterized in that, Also includes: When both the first detection device and the second detection device are operating normally, the second feature value is corrected based on the first feature value, and / or the first feature value is corrected based on the second feature value.

12. A vehicle, characterized in that, It includes a frame and a vehicle control system as described in any one of claims 1 to 7; the operating device is movably connected to the frame, and the operating device is capable of moving relative to the frame under the action of an external force.

13. The vehicle as claimed in claim 12, characterized in that, The first detection device is fixedly connected to the vehicle frame, or the first detection device is a wearable device.

14. The vehicle as claimed in claim 13, characterized in that, The control device includes a steering wheel; The vehicle also includes a first support pillar, a second support pillar, and a front window. The first support pillar and the second support pillar are located on opposite sides of the front window, and the distance between the center of the first support pillar and the center of the steering wheel is less than the distance between the center of the second support pillar and the center of the steering wheel. The first detection device includes a camera, which is mounted on the first support column and is used to capture images of the steering wheel.

15. The vehicle as claimed in claim 13, characterized in that, The vehicle includes a first mounting surface, and the operating device includes a pedal, which is rotatably connected to the first mounting surface via a pivot. The first detection device includes a distance sensor, which is located on the side of the pedal along the rotation direction of the pedal, and is used to detect the distance between itself and the pedal. The distance L1 between the orthographic projection of the ranging sensor on the first mounting surface and the orthographic projection of the rotating shaft on the first mounting surface along the first direction, and the length L0 of the orthographic projection of the pedal on the first mounting surface along the first direction, satisfy the following relationship: 2 / 3L0≤L1<L0. The first direction is parallel to the first mounting surface, and the first direction is perpendicular to the extension direction of the rotating shaft.

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