Vehicle steering control method and system for foldable steering wheel and vehicle terminal

Abstract

The invention relates to the technical field of steering wheel control, and provides a vehicle steering control method and system for a foldable steering wheel and a vehicle terminal. According to the method, the steering column and the steering pull rod assembly are decoupled in the automatic driving state by controlling the foldable steering wheel to enter the folding mode, so that the actual steering value is controlled through the automatic driving signal, and the actual steering value is controlled through controlling the foldable steering wheel to enter the releasing mode. According to the method, a steering input value is obtained, the steering deviation between the steering input value and the actual steering value is converged, then the actual steering value is controlled according to the steering input value, coupling between the steering column and the steering pull rod assembly is achieved in the manual control state, and therefore the switching smoothness of the steering column and the steering pull rod assembly between the decoupling state and the coupling state is guaranteed.

Description

Technical Field

[0001] This application relates to the field of steering wheel control technology, and in particular to a vehicle steering control method, system and vehicle terminal for a foldable steering wheel. Background Technology

[0002] With the development of advanced autonomous driving technology, vehicle steering wheels can be folded to the bottom or side of the cockpit through folding structures such as parallel pivots and linear telescopic mechanisms, thereby freeing up cockpit space. Because they combine space optimization and driving mode switching functions, they provide the hardware foundation for cockpit scenario-based design and have become an important direction for innovation in intelligent cockpits. Among them, foldable steering wheels adjust the angle of the steering column through mechanical structures, thereby driving the steering tie rod assembly to complete the wheel steering action.

[0003] When the vehicle is in autonomous driving mode, it meets the application scenario of foldable steering wheel. However, the lack of deep coordination between autonomous driving commands and steering wheel commands makes it impossible to accurately determine the timing of the switch between decoupled and coupled states of the steering column and steering tie rod assembly during the switching of autonomous driving modes. This results in an unsmooth transition in the steering takeover process, leading to a poor user experience of foldable steering wheel in autonomous driving mode. Summary of the Invention

[0004] To provide a basic understanding of some aspects of the disclosed embodiments, a brief summary is given below. This summary is not intended as a general commentary, nor is it intended to identify key / important components or describe the scope of protection of these embodiments, but rather as a prelude to the detailed description that follows.

[0005] In view of the shortcomings of the prior art described above, this application provides a vehicle steering control method, system and vehicle terminal for a foldable steering wheel, so as to achieve a smooth transition between autonomous driving commands and steering wheel commands, thereby improving the user experience.

[0006] This application provides a vehicle steering control method for a foldable steering wheel, comprising: acquiring a vehicle control state corresponding to a vehicle terminal, wherein the vehicle terminal includes a foldable steering wheel, a steering column, and a steering tie rod assembly, the foldable steering wheel being used to control a steering input value corresponding to the steering column; responding to the vehicle control state entering an autonomous driving state, controlling the foldable steering wheel to enter a folding mode, and controlling the actual steering value corresponding to the steering tie rod assembly according to an autonomous driving signal; responding to the vehicle control state entering a manual control state, controlling the foldable steering wheel to enter a release mode, and controlling the steering deviation between the steering input value and the actual steering value until the steering deviation is less than a preset steering deviation threshold, and controlling the actual steering value corresponding to the steering tie rod assembly according to the steering input value.

[0007] In one embodiment of this application, the steering deviation between the steering input value and the actual steering value is controlled by any of the following steering control strategies: a deviation control strategy, used to determine a deviation convergence coefficient based on the steering deviation between the steering input value and the actual steering value, so as to reduce the steering deviation at the current time point based on the deviation convergence coefficient at a historical time point, wherein the historical time point is located before the current time point; and a weight control strategy, used to decrease the control weight corresponding to the autonomous driving signal over time, and to fuse the autonomous driving signal and the steering input value based on the control weight to obtain a fused control signal, so as to control the actual steering value according to the fused control signal.

[0008] In one embodiment of this application, determining a deviation convergence coefficient based on the steering deviation between the steering input value and the actual steering value, so as to reduce the steering deviation at the current time point based on the deviation convergence coefficient at historical time points, includes: determining a deviation convergence coefficient based on the deviation ratio between the steering deviation and the actual steering value, wherein the deviation ratio is positively correlated with the deviation convergence coefficient; calculating the steering deviation at the current time point based on the deviation convergence coefficient at historical time points to obtain the steering adjustment value at the current time point; and adjusting the actual steering value at the current time point based on the steering adjustment value at the current time point so that the actual steering value at the current time point converges to the steering input value at the historical time point.

[0009] In one embodiment of this application, the actual turning value at the current time point is adjusted using the following formula: In the formula, This is the adjusted actual turning value at the current time point. This is the actual turning value at the current time point before adjustment. The turning deviation at the current time point. The deviation convergence coefficient at historical time points. The deviation in direction at a historical point in time. This represents the actual turning point value at a historical time. This is the preset sensitivity threshold.

[0010] In one embodiment of this application, the automatic driving signal and the steering input value are fused using the following formula: In the formula, To integrate control signals, For the control weights of autonomous driving signals, For steering input values, This is a signal for autonomous driving.

[0011] In one embodiment of this application, controlling the steering deviation between the steering input value and the actual steering value includes: determining the steering direction corresponding to the steering input value and the actual steering value respectively based on a preset reference angle; if the steering directions of the steering input value and the actual steering value are the same, then executing the deviation control strategy; if the steering directions of the steering input value and the actual steering value are not the same, then performing a vehicle risk assessment on the vehicle terminal to obtain a risk assessment result; if the risk assessment result includes a positive state, then controlling the vehicle terminal to enter a risk avoidance mode and executing the deviation control strategy; if the risk assessment result includes a negative state, then executing the weight control strategy.

[0012] In one embodiment of this application, controlling the foldable steering wheel to enter a folding mode includes: if the foldable steering wheel is located at a preset reference position, then controlling the foldable steering wheel to enter a folding mode; if the foldable steering wheel is located outside the preset reference position, then controlling the foldable steering wheel to move to the preset reference position.

[0013] In one embodiment of this application, the method further includes at least one of the following: if the vehicle control state is in an autonomous driving state, monitoring the rate of change of the position of the foldable steering wheel, and if the rate of change of the position is detected to be greater than or equal to a preset position change threshold, controlling the actual steering value corresponding to the steering linkage assembly according to the steering input value; before controlling the steering deviation between the steering input value and the actual steering value, monitoring the rate of change of the angle of the steering input value, and if the rate of change of the angle is detected to be greater than or equal to a preset angle change threshold, controlling the actual steering value corresponding to the steering linkage assembly according to the steering input value.

[0014] This application also provides a vehicle steering control system for a foldable steering wheel, comprising: a steering module including a foldable steering wheel, a steering column, and a steering tie rod assembly in a vehicle terminal, wherein the foldable steering wheel is used to control the steering input value corresponding to the steering column; a control module for acquiring the vehicle control state corresponding to the vehicle terminal; in response to the vehicle control state entering an autonomous driving state, controlling the foldable steering wheel to enter a folding mode, and controlling the actual steering value corresponding to the steering tie rod assembly according to an autonomous driving signal; in response to the vehicle control state entering a manual control state, controlling the foldable steering wheel to enter a release mode, and controlling the steering deviation between the steering input value and the actual steering value until the steering deviation is less than a preset steering deviation threshold, and controlling the actual steering value corresponding to the steering tie rod assembly according to the steering input value.

[0015] This application also provides a vehicle terminal, including: a processor and a memory; the memory is used to store a computer program, and the processor is used to execute the computer program stored in the memory, so that the vehicle terminal performs the above-described method.

[0016] The beneficial effects of this application are: By acquiring the vehicle control status, in autonomous driving mode, the foldable steering wheel is controlled to enter folding mode, and the actual steering value corresponding to the steering tie rod assembly is controlled according to the autonomous driving signal. In manual control mode, the foldable steering wheel is controlled to enter release mode, and the steering deviation between the steering input value and the actual steering value is controlled below a steering deviation threshold. Then, the actual steering value corresponding to the steering tie rod assembly is controlled according to the steering input value. In this way, by controlling the foldable steering wheel to enter folding mode, the steering column and steering tie rod assembly are decoupled in autonomous driving mode, allowing the actual steering value to be controlled by the autonomous driving signal. Furthermore, by controlling the foldable steering wheel to enter release mode and converging the steering deviation between the steering input value and the actual steering value, the actual steering value is controlled according to the steering input value, thus achieving coupling between the steering column and steering tie rod assembly in manual control mode. This ensures smooth switching between the decoupled and coupled states of the steering column and steering tie rod assembly. Attached Figure Description

[0017] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application. It is obvious that the drawings described below are merely some embodiments of this application, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort.

[0018] In the attached diagram: Figure 1 This is a flowchart illustrating a vehicle steering control method for a foldable steering wheel according to an embodiment of this application. Figure 2 This is a schematic diagram of the structure of a vehicle terminal in an embodiment of this application; Figure 3 This is a structural schematic diagram of a foldable steering wheel in an embodiment of this application; Figure 4 This is a flowchart illustrating another vehicle steering control method for a foldable steering wheel in an embodiment of this application. Figure 5 This is a flowchart illustrating another vehicle steering control method for a foldable steering wheel in an embodiment of this application. Figure 6 This is a schematic diagram of a vehicle steering control system for a foldable steering wheel in an embodiment of this application; Figure 7 This is a schematic diagram of the structure of another vehicle terminal in an embodiment of this application. Detailed Implementation

[0019] The following specific examples illustrate the implementation of this application. Those skilled in the art can easily understand other advantages and effects of this application from the content disclosed in this specification. This application can also be implemented or applied through other different specific embodiments. Various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this application. In the absence of conflict, the following embodiments and features in the embodiments can be combined with each other.

[0020] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of this application. The drawings only show the components related to this application and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0021] In the following description, numerous details are explored to provide a more thorough explanation of embodiments of the present application. However, it will be apparent to those skilled in the art that embodiments of the present application may be practiced without these specific details. In other embodiments, well-known structures and devices are shown in block diagram form rather than in detail to avoid obscuring embodiments of the present application.

[0022] The terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate for the embodiments of this application described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion.

[0023] Unless otherwise stated, the term "multiple" means two or more.

[0024] In this application, the character " / " indicates that the objects before and after it are in an "or" relationship. For example, A / B means: A or B.

[0025] The term "and / or" describes an association between objects, indicating that three relationships can exist. For example, A and / or B means: A or B, or A and B.

[0026] Combination Figure 1 As shown, this application provides a vehicle steering control method for a foldable steering wheel, including: Step S101: Obtain the vehicle control status corresponding to the vehicle terminal; The vehicle terminal includes a foldable steering wheel, a steering column, and a steering tie rod assembly. The foldable steering wheel is used to control the steering input value corresponding to the steering column. In step S102, in response to the vehicle control state entering the autonomous driving state, the foldable steering wheel is controlled to enter the folding mode, and the actual steering value corresponding to the steering tie rod assembly is controlled according to the autonomous driving signal. In step S103, in response to the vehicle control state entering manual control state, the foldable steering wheel is controlled to enter release mode, and the steering deviation between the steering input value and the actual steering value is controlled until the steering deviation is less than the preset steering deviation threshold. The actual steering value corresponding to the steering tie rod assembly is controlled according to the steering input value.

[0027] The vehicle steering control method for a foldable steering wheel provided in this application acquires the vehicle control state. In autonomous driving mode, the foldable steering wheel is controlled to enter a folding mode, and the actual steering value corresponding to the steering tie rod assembly is controlled according to the autonomous driving signal. In manual control mode, the foldable steering wheel is controlled to enter a release mode, and the steering deviation between the steering input value and the actual steering value is controlled below a steering deviation threshold. Then, the actual steering value corresponding to the steering tie rod assembly is controlled according to the steering input value. Thus, by controlling the foldable steering wheel to enter the folding mode, the steering column and steering tie rod assembly are decoupled in autonomous driving mode, allowing the actual steering value to be controlled via the autonomous driving signal. Furthermore, by controlling the foldable steering wheel to enter the release mode and converging the steering deviation between the steering input value and the actual steering value, the actual steering value is controlled according to the steering input value, achieving coupling between the steering column and steering tie rod assembly in manual control mode. This ensures smooth switching between the decoupled and coupled states of the steering column and steering tie rod assembly.

[0028] Combination Figure 2 As shown, this application provides a vehicle terminal for implementing a vehicle steering control method for a foldable steering wheel, wherein the vehicle terminal includes a foldable steering wheel, a steering column, a steering tie rod assembly, an intelligent driving controller, and a vehicle controller.

[0029] A folding steering wheel (FSW) is used to receive manual input signals for controlling the vehicle's steering when in the released state, and to enter the folded state when the vehicle terminal is in autonomous driving mode.

[0030] Combination Figure 3As shown, this application provides a foldable steering wheel, including a foldable steering wheel in a released state and a foldable steering wheel in a folded state, wherein the foldable steering wheel in the folded state shows the state of the foldable steering wheel at different folding angles.

[0031] In some embodiments, the on / off state between autonomous driving and the foldable steering wheel is set via an input device such as the central control screen of the vehicle terminal; if the on / off state is on, the vehicle terminal is in autonomous driving mode and the foldable steering wheel is in the released state; if the on / off state is off, the vehicle terminal is in autonomous driving mode and the foldable steering wheel is in the folded state. In some embodiments, the on / off state between autonomous driving and the foldable steering wheel can be set not only through input on the central control screen, but also through smartphones, tablets, etc. associated with the vehicle terminal. In addition, the setting instructions can be in the form of touch screen input, text input, voice input, etc.

[0032] Optionally, controlling the foldable steering wheel to enter the folding mode includes: if the foldable steering wheel is located at a preset reference position, controlling the foldable steering wheel to enter the folding mode; if the foldable steering wheel is located outside the preset reference position, controlling the foldable steering wheel to move to the preset reference position.

[0033] In some embodiments, before the foldable steering wheel enters the folding state, it is determined whether the steering wheel is in a preset reference position; if the foldable steering wheel is not in the preset reference position, the foldable steering wheel is controlled to return to the reference position along a preset trajectory before entering the folding state.

[0034] The steering column is used to control steering input values ​​via a foldable steering wheel. It is the core component of the electric power steering (EPS) system and typically consists of a steering shaft, universal joints, drive shaft, and column housing. Inside, it contains a retractable steering shaft that is connected to the steering drive shaft via double universal joints, ensuring that the rotation of the steering wheel can be flexibly transmitted to the steering gear.

[0035] In some embodiments, if the vehicle control state enters the autonomous driving state and the steering column receives the autonomous driving signal, the steering column and the steering tie rod assembly are first decoupled, and then the foldable steering wheel is controlled to enter the folding mode. In this case, the steering column receives the autonomous driving signal but does not execute the autonomous driving signal, and the steering tie rod assembly does not rotate with the steering column, but only adjusts the actual steering value according to the autonomous driving signal.

[0036] The steering tie rod assembly (STA) is used to control wheel rotation based on actual steering values. The steering tie rod assembly is a mechanical link connecting the steering gear and the wheel steering knuckle. It is divided into two types: steering tie rod and steering lateral tie rod. It is used to convert the motion output by the steering gear into the deflection angle of the wheel to achieve vehicle steering.

[0037] The Autonomous Driving System (ADS) is used to output autonomous driving signals.

[0038] The vehicle control module (VCM) is used to implement the above-described vehicle steering control method for foldable steering wheels.

[0039] Optionally, controlling the steering deviation between the steering input value and the actual steering value includes: determining the steering direction corresponding to the steering input value and the actual steering value respectively based on a preset reference angle; if the steering directions of the steering input value and the actual steering value are the same, then executing a deviation control strategy; if the steering directions of the steering input value and the actual steering value are different, then performing a vehicle risk assessment on the vehicle terminal to obtain a risk assessment result; if the risk assessment result includes a positive state, then controlling the vehicle terminal to enter a risk avoidance mode and executing a deviation control strategy; if the risk assessment result includes a negative state, then executing a weight control strategy.

[0040] In some embodiments, vehicle risk assessment is performed using a pre-established evaluation model. The evaluation model is trained based on an LSTM model to obtain a mapping model between risk factors and vehicle risk. Risk factors include user behavior data, vehicle state data, and environmental data. User behavior data includes steering wheel operation (e.g., steering angle, speed), pedal depth (e.g., frequency of rapid acceleration / braking), and physiological indicators (e.g., heart rate variability, micro-expressions, where user behavior data is collected through an in-vehicle camera and biosensors, and physiological indicators are obtained based on the user behavior data). Vehicle state data includes actual steering values ​​(i.e., tie rod assembly angle), vehicle speed, tire pressure, and EPS torque (used to characterize steering resistance). Environmental data includes real-time road conditions (e.g., identifying curves and intersections through high-precision maps and cameras), weather (e.g., rain and fog reduce sensor accuracy), traffic light status (e.g., steering conflict risk is weighted by 30% when the intersection is red), and obstacle recognition results.

[0041] In some embodiments, if the vehicle terminal enters manual control mode with the steering wheel folded, the foldable steering wheel is first controlled to enter release mode, and then the steering column and steering tie rod assembly are coupled. Using 0° when the steering wheel is in the center position as a preset reference angle, the steering directions corresponding to the steering input value and the actual steering value are determined. If the steering direction of the steering input value is positive and the steering direction of the actual steering value is negative, there is a conflict between the steering directions of the steering input value and the actual steering value. A weighted control strategy is executed, and a vehicle risk assessment is performed on the vehicle terminal to obtain the risk assessment result. If the risk assessment result is positive, meaning there is a driving risk in the vehicle terminal, the vehicle is controlled according to the risk avoidance function of autonomous driving, and a deviation control strategy is executed. If the risk assessment result is negative, meaning there is no driving risk in the vehicle terminal, the weighted control strategy continues to be executed.

[0042] In some embodiments, the risk avoidance function includes automatically keeping the vehicle within the lane, automatically avoiding obstacles, and parking the vehicle in a safe area.

[0043] In some embodiments, if the steering input value and the actual steering value correspond to the same steering direction, a deviation control strategy is executed.

[0044] Optionally, the steering deviation between the steering input value and the actual steering value is controlled by the following steering control strategy: a deviation control strategy, which determines the deviation convergence coefficient based on the steering deviation between the steering input value and the actual steering value, so as to reduce the steering deviation at the current time point based on the deviation convergence coefficient at historical time points, wherein the historical time points are located before the current time point.

[0045] In some embodiments, the deviation control strategy dynamically adjusts the actual steering value using the deviation convergence coefficient at historical time points. When the historical deviation is large, the convergence coefficient increases, and the adjustment range is increased to accelerate convergence. When the historical deviation is small, the convergence coefficient decreases, and the adjustment range is slowed down to avoid over-adjustment and ensure the smoothness of the steering process. Furthermore, the deviation convergence coefficient references the historical adjustment effect and can optimize the current adjustment based on past deviation patterns, making it more adaptable to continuously changing steering scenarios and ensuring the accuracy of deviation convergence.

[0046] In some embodiments, the deviation control strategy is applied to scenarios where the steering input value and the actual steering value are in the same steering direction. The deviation control strategy needs to correct the deviation between the two and dynamically adjust the actual steering value through the deviation convergence coefficient to achieve fast and smooth convergence of the deviation.

[0047] In some embodiments, deviation control strategies are applied to scenarios where vehicle risks exist. The deviation control strategy should be used to quickly correct deviations and work in conjunction with risk avoidance modes to ensure driving safety.

[0048] Optionally, determining a deviation convergence coefficient based on the steering deviation between the steering input value and the actual steering value, in order to reduce the steering deviation at the current time point based on the deviation convergence coefficient at historical time points, includes: determining a deviation convergence coefficient based on the deviation ratio between the steering deviation and the actual steering value, wherein the deviation ratio is positively correlated with the deviation convergence coefficient; calculating the steering deviation at the current time point based on the deviation convergence coefficient at historical time points to obtain the steering adjustment value at the current time point; and adjusting the actual steering value at the current time point based on the steering adjustment value at the current time point so that the actual steering value at the current time point converges to the steering input value at historical time points.

[0049] In some embodiments, time is divided into multiple time points according to the control step size, and two adjacent time points are sequentially determined as historical time points and current time points according to the chronological order. In the historical time points, the deviation convergence coefficient is determined according to the deviation ratio between the steering deviation and the actual steering value. In the current time point, the steering deviation is calculated according to the deviation convergence coefficient of the historical time points to obtain the steering adjustment value, and the actual steering value of the current time point is adjusted according to the steering adjustment value so that the actual steering value of the current time point is closer to the steering input value of the historical time points, thereby reducing the steering deviation of the current time point. After iterative adjustment, the steering deviation at a certain time point is less than a preset steering deviation threshold, and at that time point, the steering column and the steering tie rod assembly are coupled.

[0050] In some embodiments, for example, at a historical point in time, the steering input value is 40°, the actual steering value is 60°, and the steering deviation between the two is -20°. The ratio of the deviation between the steering deviation and the actual steering value is... Based on the sensitivity threshold of 1, the deviation convergence coefficient is determined to be 0.3. At the current time point, the steering input value becomes 50°, while the actual steering value remains 60°, so the steering deviation becomes 10°. According to the deviation convergence coefficient of 0.3, the steering deviation of 10° is calculated to obtain a steering adjustment value of 3°. Based on the steering adjustment value of 3°, the actual steering value of 60° is adjusted, and the adjusted actual steering value is 57°, so that the steering deviation between the steering input value and the actual steering value changes from -10° to -7°, thereby reducing the steering deviation at the current time point.

[0051] In some embodiments, when the steering data is acquired for the first time, the steering input value is only 40°, the actual steering value is 60°, and the difference between the steering input value and the actual steering value is 20°. When the steering data is acquired for the second time, the steering input value increases by 20°, becoming 60°, while the actual steering value remains at 60°. However, the difference of 20° between the previous steering input value and the actual steering value is greater than a preset adjustment threshold. To ensure a smooth transition and driving comfort, the difference of 20° between the previous steering input value and the actual steering value is calculated according to a preset ratio, and the actual steering value is adjusted based on the obtained adjustment value of 10°, thereby adjusting the difference between the second steering input value and the actual steering value to 10°. After the steering data is acquired for the third time, since the difference between the second steering input value and the actual steering value is less than the preset adjustment threshold, the difference between the steering input value and the actual steering value is adjusted to 0, that is, the actual steering value is controlled according to the steering input value.

[0052] In this way, during the coupling process between the steering input value and the actual steering value, the difference between the two is dynamically reduced in time sequence until they are fully coupled, thereby ensuring a smooth transition and driving comfort.

[0053] Optionally, the actual turning value at the current time point can be adjusted using formula (1): Formula (1) In formula (1), This is the adjusted actual turning value at the current time point. This is the actual turning value at the current time point before adjustment. The turning deviation at the current time point. The deviation convergence coefficient at historical time points. The deviation in direction at a historical point in time. This represents the actual turning point value at a historical time. This is the preset sensitivity threshold.

[0054] In some embodiments, the goal of the deviation control strategy is to control the actual steering value to approximate the steering input value, and the adjustment range is determined by the deviation convergence coefficient at historical time points.

[0055] In some embodiments, the deviation convergence coefficient references the historical deviation ratio and sensitivity threshold, reflecting the "memory" of historical adjustment effects; if the historical deviation is large, the deviation convergence coefficient increases, the adjustment range increases, and the convergence is accelerated; if the historical deviation is small, the deviation convergence coefficient decreases, the adjustment range slows down, avoids over-adjustment, and ensures smoothness.

[0056] In some embodiments, a sensitivity threshold is used to balance the response speed and stability of the adjustment. It is set by the vehicle supplier or the user. The larger the sensitivity threshold, the more aggressive the adjustment; the smaller the sensitivity threshold, the more conservative the adjustment. For example, the sensitivity threshold ranges from 0.5 to 1.5.

[0057] In some embodiments, compared to adjustment methods such as fixed-gain PID control, the deviation convergence coefficient of the deviation control strategy is automatically adjusted following historical deviations, avoiding abrupt switching, conforming to the engineering optimization principle of "fine-tuning for small deviations and fast-tuning for large deviations", and ensuring the smoothness of steering coupling.

[0058] Optionally, the steering deviation between the steering input value and the actual steering value is controlled by the following steering control strategy: a weighted control strategy, which reduces the control weight corresponding to the automatic driving signal over time, and fuses the automatic driving signal and the steering input value according to the control weight to obtain a fused control signal, so as to control the actual steering value according to the fused control signal.

[0059] In some embodiments, the weight control strategy gradually reduces the control weight of the autonomous driving signal over time, integrates the autonomous driving signal and the steering input value, avoids sudden steering changes caused by the sudden intervention of the manual control signal, and initially uses the autonomous driving signal as the main signal, while gradually shifting the weight to the steering input value during the transition phase, so that the user can gradually develop the intention to turn, achieve "gradual takeover", and reduce the feeling of abruptness in driving.

[0060] In some embodiments, the weight control strategy is applied to scenarios where the steering input value and the actual steering value are in opposite directions, or to scenarios with low driving risk. The weight control strategy does not need to correct the deviation, but rather needs to achieve a smooth transition from the automatic driving signal to the manual steering input value through the weight control strategy, so as to avoid sudden steering changes caused by directional conflicts and ensure the comfort of the takeover process.

[0061] Optionally, the automatic driving signal and steering input value can be fused using formula (2): Formula (2) In formula (2), To integrate control signals, For the control weights of autonomous driving signals, For steering input values, This is a signal for autonomous driving.

[0062] In some embodiments, during the initial coupling of the steering column and steering tie rod assembly, the control weight of the automatic driving signal is greater than the control weight of the steering input value, with the automatic driving signal taking precedence to avoid sudden steering abruptness caused by the sudden addition of the manual control signal. During the transition phase, the control weight of the automatic driving signal decreases over time, and the fused control signal gradually shifts towards the steering input value according to the weight ratio, allowing the user to gradually establish steering intention and achieve a gradual handover. If the control weight of the automatic driving signal is equal to 0, the fused control signal is entirely determined by the steering input value, thereby completing the coupling process between the steering column and steering tie rod assembly.

[0063] Optionally, the method further includes at least one of the following: if the vehicle control state is in an autonomous driving state, monitoring the rate of change of the position of the foldable steering wheel, and if the rate of change of position is detected to be greater than or equal to a preset position change threshold, controlling the actual steering value corresponding to the steering tie rod assembly according to the steering input value; before controlling the steering deviation between the steering input value and the actual steering value, monitoring the rate of change of the angle of the steering input value, and if the rate of change of angle is detected to be greater than or equal to a preset angle change threshold, controlling the actual steering value corresponding to the steering tie rod assembly according to the steering input value.

[0064] In some embodiments, if the detected rate of change of the position of the foldable steering wheel is greater than or equal to the position change threshold, it indicates that the user has manually pulled up the steering wheel in an emergency. At this time, rapid coupling is required. The system determines that manual intervention is required. When the user turns the steering wheel, the steering lever couples the steering angle to quickly complete the coupling and achieve manual control.

[0065] In some embodiments, if the rate of change of the steering input value is detected to be greater than or equal to the angle change threshold, it indicates that the user has made a large steering operation with the steering wheel. In this case, the steering input value is directly overridden to achieve an emergency transition.

[0066] Combination Figure 4 As shown, this application provides a vehicle steering control method for a foldable steering wheel, including: Step S401: The vehicle control state enters the autonomous driving state; Step S402: Determine whether the switch between the autonomous driving system and the foldable steering wheel is in the on state. If yes, proceed to step S403; otherwise, proceed to step S401. Step S403: After the steering column and steering tie rod assembly are decoupled, control the foldable steering wheel to enter the folding mode; Step S404: Control the actual steering value of the steering tie rod assembly according to the automatic driving signal; Step S405: Determine whether the position change rate of the foldable steering wheel is greater than or equal to the position change threshold. If yes, proceed to step S404; otherwise, proceed to step S406. Step S406: Exit the automatic driving mode and control the foldable steering wheel to enter the release mode; Step S407: Control the actual steering value corresponding to the steering tie rod assembly based on the steering input value.

[0067] Combination Figure 5 As shown, this application provides a vehicle steering control method for a foldable steering wheel, including: Step S501: The vehicle control state enters manual control state; Step S502: Control the foldable steering wheel to enter the release mode; Step S503: Obtain the steering input value corresponding to the steering column and the actual steering value corresponding to the steering tie rod assembly; Step S504: Determine whether the steering direction is the same between the steering input value and the actual steering value. If yes, proceed to step S507; otherwise, proceed to step S505. Step S505: Perform a vehicle risk assessment on the vehicle terminal and obtain the risk assessment results; Step S506: Determine whether the risk assessment result includes a positive state. If yes, proceed to step S507; otherwise, proceed to step S508. Step S507: Execute the deviation control strategy and proceed to step S509; Step S508: Execute the weight control strategy, then proceed to step S509; Step S509: If the angle change rate of the steering input value is greater than or equal to the angle change threshold, then control the actual steering value corresponding to the steering tie rod assembly according to the steering input value.

[0068] Combination Figure 6 As shown, this application provides a vehicle steering control system for a foldable steering wheel, including a steering module 601 and a control module 602.

[0069] The steering module 601 includes a foldable steering wheel, a steering column, and a steering tie rod assembly in the vehicle terminal, wherein the foldable steering wheel is used to control the steering input value corresponding to the steering column.

[0070] The control module 602 is used to acquire the vehicle control state corresponding to the vehicle terminal; in response to the vehicle control state entering the autonomous driving state, it controls the foldable steering wheel to enter the folding mode, and controls the actual steering value corresponding to the steering tie rod assembly according to the autonomous driving signal; in response to the vehicle control state entering the manual control state, it controls the foldable steering wheel to enter the release mode, and controls the steering deviation between the steering input value and the actual steering value until the steering deviation is less than a preset steering deviation threshold, and controls the actual steering value corresponding to the steering tie rod assembly according to the steering input value.

[0071] The vehicle steering control system for a foldable steering wheel provided in this application acquires the vehicle control state. In autonomous driving mode, it controls the foldable steering wheel to enter a folding mode and controls the actual steering value corresponding to the steering tie rod assembly based on the autonomous driving signal. In manual control mode, it controls the foldable steering wheel to enter a release mode and controls the steering deviation between the steering input value and the actual steering value below a steering deviation threshold. Then, it controls the actual steering value corresponding to the steering tie rod assembly based on the steering input value. Thus, by controlling the foldable steering wheel to enter the folding mode, the steering column and steering tie rod assembly are decoupled in autonomous driving mode, allowing control of the actual steering value via autonomous driving signals. Furthermore, by controlling the foldable steering wheel to enter the release mode and converging the steering deviation between the steering input value and the actual steering value, and then controlling the actual steering value based on the steering input value, coupling is achieved between the steering column and steering tie rod assembly in manual control mode. This ensures smooth switching between the decoupled and coupled states of the steering column and steering tie rod assembly.

[0072] In some embodiments, the control module 602 includes a vehicle controller.

[0073] This application also provides a vehicle terminal, including: a processor and a memory; the memory is used to store a computer program, and the processor is used to execute the computer program stored in the memory, so that the vehicle terminal performs the above-described method.

[0074] Figure 7 A schematic diagram of a computer system suitable for implementing the vehicle terminal embodiments of this application is shown. It should be noted that... Figure 7 The computer system 700 of the vehicle terminal shown is merely an example and should not impose any limitation on the functionality and scope of use of the embodiments of this application.

[0075] like Figure 7As shown, the computer system 700 includes a Central Processing Unit (CPU) 701, which can perform various appropriate actions and processes, such as executing the methods described in the above embodiments, based on programs stored in Read-Only Memory (ROM) 702 or programs loaded from storage portion 708 into Random Access Memory (RAM) 703. The RAM 703 also stores various programs and data required for system operation. The CPU 701, ROM 702, and RAM 703 are interconnected via a bus 704. An Input / Output (I / O) interface 705 is also connected to the bus 704.

[0076] The following components are connected to I / O interface 705: an input section 706 including a keyboard, mouse, etc.; an output section 707 including a cathode ray tube (CRT), liquid crystal display (LCD), etc., and speakers, etc.; a storage section 708 including a hard disk, etc.; and a communication section 709 including a network interface card such as a LAN (Local Area Network) card, modem, etc. The communication section 709 performs communication processing via a network such as the Internet. A drive 710 is also connected to I / O interface 705 as needed. A removable medium 711, such as a disk, optical disk, magneto-optical disk, semiconductor memory, etc., is installed on drive 710 as needed so that computer programs read from it can be installed into storage section 708 as needed.

[0077] The vehicle terminal disclosed in this embodiment includes a processor, a memory, a transceiver, and a communication interface. The memory and the communication interface are connected to the processor and the transceiver and complete communication between them. The memory is used to store computer programs, the communication interface is used to perform communication, and the processor and the transceiver are used to run the computer programs, so that the vehicle terminal performs the various steps of the above method.

[0078] The foregoing description and accompanying drawings fully illustrate embodiments of this disclosure to enable those skilled in the art to practice them. Other embodiments may include structural, logical, electrical, procedural, and other changes. The embodiments represent only possible variations. Individual components and functions are optional unless explicitly required, and the order of operation may vary. Parts and subsamples of some embodiments may be included in or replace parts and subsamples of other embodiments. Moreover, the terminology used in this application is for describing embodiments only and is not intended to limit the claims. As used in the description of embodiments and claims, the singular forms “a,” “an,” and “the” are intended to equally include the plural forms unless the context clearly indicates otherwise. Similarly, the term “and / or” as used in this application means including one or more of the associated listed items and all possible combinations thereof. Additionally, when used in this application, the term "comprise" and its variations "comprises" and / or "comprising" refer to the presence of stated subsamples, wholes, steps, operations, elements, and / or components, but do not exclude the presence or addition of one or more other subsamples, wholes, steps, operations, elements, components, and / or groups thereof. Without further limitations, an element defined by the phrase "comprising a..." does not exclude the presence of other identical elements in the process, method, or apparatus that includes the element. In this document, each embodiment may focus on the differences from other embodiments, and similar or identical parts between embodiments can be referred to mutually. For methods, products, etc., disclosed in the embodiments, if they correspond to the method section disclosed in the embodiments, the relevant parts can be referred to the description of the method section.

[0079] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application. Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0080] The methods and products (including but not limited to devices and equipment) disclosed in the embodiments herein can be implemented in other ways. For example, the device embodiments described above are merely illustrative. For instance, the division of units may be merely a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some sub-samples may be ignored or not executed. In addition, the mutual coupling or direct coupling or communication connection shown or discussed may be through some interfaces, and the indirect coupling or communication connection of devices or units may be electrical, mechanical, or other forms. Units described as separate components may or may not be physically separate, and components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to implement this embodiment according to actual needs. Furthermore, the functional units in this application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.

[0081] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of the systems, methods, and computer program products according to this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing the specified logical function. In some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutive blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. In the descriptions corresponding to the flowcharts and block diagrams in the accompanying drawings, the operations or steps corresponding to different blocks may also occur in a different order than those disclosed in the description; sometimes there is no specific order between different operations or steps. For example, two consecutive operations or steps may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. Each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, may be implemented using a dedicated hardware-based system that performs the specified function or action, or using a combination of dedicated hardware and computer instructions.

Claims

1. A vehicle steering control method for a foldable steering wheel, characterized in that, include: The vehicle control status corresponding to the vehicle terminal is obtained, wherein the vehicle terminal includes a foldable steering wheel, a steering column and a steering tie rod assembly, and the foldable steering wheel is used to control the steering input value corresponding to the steering column; In response to the vehicle control state entering the autonomous driving state, the foldable steering wheel is controlled to enter the folding mode, and the actual steering value corresponding to the steering tie rod assembly is controlled according to the autonomous driving signal; In response to the vehicle control state entering manual control state, the foldable steering wheel is controlled to enter release mode, and the steering deviation between the steering input value and the actual steering value is controlled until the steering deviation is less than a preset steering deviation threshold. The actual steering value corresponding to the steering tie rod assembly is controlled according to the steering input value.

2. The method according to claim 1, characterized in that, The steering deviation between the steering input value and the actual steering value can be controlled using any of the following steering control strategies: A deviation control strategy is used to determine a deviation convergence coefficient based on the steering deviation between the steering input value and the actual steering value, so as to reduce the steering deviation at the current time point based on the deviation convergence coefficient at a historical time point, wherein the historical time point is located before the current time point; A weighted control strategy is used to decrease the control weight corresponding to the autonomous driving signal over time, and to fuse the autonomous driving signal and the steering input value according to the control weight to obtain a fused control signal, so as to control the actual steering value according to the fused control signal.

3. The method according to claim 2, characterized in that, Determine the deviation convergence coefficient based on the steering deviation between the steering input value and the actual steering value, and reduce the steering deviation at the current time point based on the deviation convergence coefficient at historical time points, including: The deviation convergence coefficient is determined based on the deviation ratio between the steering deviation and the actual steering value, wherein the deviation ratio is positively correlated with the deviation convergence coefficient. The steering deviation at the current time point is calculated based on the deviation convergence coefficient at the historical time point to obtain the steering adjustment value at the current time point; The actual steering value at the current time point is adjusted based on the steering adjustment value at the current time point, so that the actual steering value at the current time point converges to the steering input value at the historical time point.

4. The method according to claim 3, characterized in that, The actual turning value at the current time point is adjusted using the following formula: In the formula, This is the adjusted actual turning value at the current time point. This is the actual turning value at the current time point before adjustment. The turning deviation at the current time point. The deviation convergence coefficient at historical time points. The deviation in direction at a historical point in time. This represents the actual turning point value at a historical time. This is the preset sensitivity threshold.

5. The method according to claim 2, characterized in that, The autonomous driving signal and the steering input value are fused using the following formula: In the formula, To integrate control signals, For the control weights of autonomous driving signals, For steering input values, This is a signal for autonomous driving.

6. The method according to claim 2, characterized in that, Controlling the steering deviation between the steering input value and the actual steering value includes: The steering directions corresponding to the steering input value and the actual steering value are determined according to a preset reference angle. If the steering direction is the same between the steering input value and the actual steering value, then the deviation control strategy is executed; If the steering direction is different between the steering input value and the actual steering value, a vehicle risk assessment is performed on the vehicle terminal to obtain the risk assessment result. If the risk assessment result includes a positive state, then the vehicle terminal is controlled to enter the risk avoidance mode and the deviation control strategy is executed; If the risk assessment result includes a negative status, then the weight control strategy is executed.

7. The method according to any one of claims 1 to 6, characterized in that, Controlling the foldable steering wheel to enter folding mode includes: If the foldable steering wheel is located at a preset reference position, the foldable steering wheel is controlled to enter the folding mode; If the foldable steering wheel is outside the preset reference position, then control the foldable steering wheel to move to the preset reference position.

8. The method according to any one of claims 1 to 6, characterized in that, The method further includes at least one of the following: If the vehicle control state is in autonomous driving mode, the position change rate of the foldable steering wheel is monitored, and if the position change rate is detected to be greater than or equal to a preset position change threshold, the actual steering value corresponding to the steering tie rod assembly is controlled according to the steering input value. Before controlling the steering deviation between the steering input value and the actual steering value, the rate of change of the steering input value is monitored, and if the rate of change of the angle is detected to be greater than or equal to a preset angle change threshold, the actual steering value corresponding to the steering tie rod assembly is controlled according to the steering input value.

9. A vehicle steering control system for a foldable steering wheel, characterized in that, include: The steering module includes a foldable steering wheel, a steering column, and a steering tie rod assembly in the vehicle terminal, wherein the foldable steering wheel is used to control the steering input value corresponding to the steering column; The control module is used to acquire the vehicle control state corresponding to the vehicle terminal; in response to the vehicle control state entering the autonomous driving state, it controls the foldable steering wheel to enter the folding mode and controls the actual steering value corresponding to the steering tie rod assembly according to the autonomous driving signal; in response to the vehicle control state entering the manual control state, it controls the foldable steering wheel to enter the release mode and controls the steering deviation between the steering input value and the actual steering value until the steering deviation is less than a preset steering deviation threshold, and controls the actual steering value corresponding to the steering tie rod assembly according to the steering input value.

10. A vehicle terminal, characterized in that, include: Processor and memory; The memory is used to store a computer program, and the processor is used to execute the computer program stored in the memory to cause the vehicle terminal to perform the method as described in any one of claims 1 to 8.

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