Steering wheel control method and device, medium and vehicle

Abstract

The invention discloses a steering wheel control method and device, a medium and a vehicle, and relates to the technical field of steering control. The method comprises the steps that when a steering wheel is in a silent mode, the current vehicle speed and steering force input by a current driver to the steering wheel are obtained in real time; identifying the current road condition based on the current vehicle speed and the steering force; when it is recognized that the current road condition is the risky road condition, the steering wheel is moved to a first preset position, first silence torque is applied to the steering wheel so that the steering wheel can enter a semi-silence mode, when the steering wheel is in the silence mode, taking-over of a driver is not responded, and when the steering wheel is in the semi-silence mode, taking-over of the driver can be responded. According to the method, the steering wheel mode can be intelligently switched under the risky road condition, the silent mode is automatically switched into the semi-silent mode, the control right of the automatic driving system is guaranteed, meanwhile, the operation condition for taking over in time is provided for a driver, and therefore the driving safety and the man-machine cooperation efficiency are remarkably improved.

Description

Technical Field

[0001] This application belongs to the field of steering control technology, and particularly relates to a steering wheel control method, device, medium, and vehicle. Background Technology

[0002] In traditional EPS systems, the steering wheel angle and rack displacement are connected through a mechanical transmission mechanism, and the two always maintain a fixed transmission ratio. Therefore, in traditional EPS systems, when the vehicle's autonomous driving function is activated, the steering wheel will follow the tire position offset, meaning the steering wheel rotation will completely follow the actual steering angle of the tires. At the same time, the steering wheel will change due to the vehicle's driving conditions and road surface conditions.

[0003] To address this issue, the steering wheel typically enters a silent mode when the vehicle's autonomous driving function is activated. In this mode, to prevent unexpected steering wheel rotation (i.e., "kickback") during driving, some vehicles automatically retract the steering wheel to the dashboard or other preset storage position. However, during autonomous driving, because the steering wheel is completely retracted to a fixed position, if the vehicle encounters a dangerous road situation and the driver needs to take over in an emergency, they cannot quickly take over by operating the steering wheel. This not only increases the time cost for the driver to take over the vehicle but may also prevent the driver from reacting in time in emergency situations, thus posing a significant safety hazard. Summary of the Invention

[0004] This application provides a steering wheel control method, device, and vehicle that can significantly improve driving safety and human-machine collaboration efficiency.

[0005] In a first aspect, embodiments of this application provide a steering wheel control method, the method comprising:

[0006] When the steering wheel is in silent mode, the current vehicle speed and the steering force input by the driver to the steering wheel are obtained in real time.

[0007] Identify current road conditions based on current vehicle speed and steering force;

[0008] When the current road condition is identified as a risky condition, the steering wheel is moved to a first preset position, and a first set of static torque is applied to the steering wheel to put it into a semi-static mode.

[0009] Specifically, the steering wheel does not respond to driver intervention when it is in silent mode, but it does respond to driver intervention when it is in semi-silent mode.

[0010] In some feasible embodiments, current road conditions are identified based on current vehicle speed and steering force, including:

[0011] Based on the current steering parameters, the estimated rack force is calculated using a preset model:

[0012] The estimated rack force is analyzed to obtain the initial rack force;

[0013] Based on the current vehicle speed and steering force, the road feel gain coefficient is determined according to the preset road feel gain coefficient table;

[0014] Multiply the road feel gain coefficient and the initial rack force to obtain the actual road feel rack force;

[0015] When the frequency amplitude of the actual road-feeling rack force is detected to be greater than the preset amplitude threshold, the current road condition is determined to be a risky road condition.

[0016] In some feasible embodiments, when the steering wheel is in silent mode, the steering wheel is retracted to a second preset position, with the first preset position located between the normal driving position and the second preset position;

[0017] Move the steering wheel to the first preset position, including:

[0018] Based on the second preset position and the preset control algorithm, the steering wheel is moved to the first preset position by controlling the ESC motor.

[0019] In some feasible embodiments, the first quiet torque is less than the second quiet torque.

[0020] The second silent torque is calculated based on the current vehicle state parameters and according to the preset parameter correspondence.

[0021] In some feasible embodiments, the current vehicle state parameters include the current vehicle speed, steering wheel speed, and change in steering angle, and the method includes:

[0022] Based on the change in steering angle and the current vehicle speed, the damping coefficient and elastic force are determined through the corresponding relationships of damping coefficient and elastic force, respectively.

[0023] Multiply the damping coefficient by the steering wheel speed to obtain the damping force;

[0024] Based on the current vehicle speed, the upper limit of torque is determined through the corresponding relationship between the upper limit of torque and the upper limit of torque.

[0025] The second silent torque is calculated based on the damping force, elastic force, and upper limit of torque.

[0026] In some feasible embodiments, the method further includes:

[0027] When the steering wheel is in semi-silent mode, the current road conditions and vehicle status parameters are detected in real time.

[0028] When the current road conditions are detected to be stable and the vehicle status parameters meet the conditions for activating silent mode, control the steering wheel to enter silent mode.

[0029] In some feasible embodiments, the method further includes:

[0030] When the steering wheel is in semi-silent mode, real-time steering operation information is obtained, including the steering force and steering wheel speed currently input by the driver.

[0031] When steering operation information is available, a warning message is issued, and subsequent steering operation information is recorded as exit confirmation information;

[0032] When the exit confirmation information meets the preset conditions, a preset reset operation is performed on the steering wheel, and the first silent torque applied to it is canceled.

[0033] Secondly, embodiments of this application provide a steering wheel control device, the device comprising:

[0034] The acquisition module is used to acquire the current vehicle speed and the current steering force input by the driver to the steering wheel in real time when the steering wheel is in silent mode.

[0035] The road condition recognition module is used to identify the current road conditions based on the current vehicle speed and steering force;

[0036] The mode switching module is used to move the steering wheel to a first preset position and apply a first silent torque to the steering wheel when the current road condition is identified as a risky road condition, so that the steering wheel enters a semi-silent mode.

[0037] Thirdly, embodiments of this application provide a computer-readable storage medium storing at least one instruction or at least one program, wherein the at least one instruction or at least one program is loaded and executed by a processor to implement any of the steering wheel control methods described above.

[0038] Fourthly, embodiments of this application provide a vehicle, the vehicle including: a processor and a memory storing computer program instructions; the processor, when executing the computer program instructions, implements the steering wheel control method as described above.

[0039] Fifthly, embodiments of this application provide an electronic device, the device including: a processor and a memory storing computer program instructions; the processor executes the computer program instructions to implement the steering wheel control method as described above.

[0040] Sixthly, embodiments of this application provide a computer program product in which instructions, when executed by the processor of an electronic device, cause the electronic device to perform any of the steering wheel control methods described above.

[0041] Invention Function and Effect

[0042] This application discloses a steering wheel control method, device, medium, and vehicle. The method includes: when the steering wheel is in a silent mode, acquiring the current vehicle speed and the steering force input by the driver onto the steering wheel in real time; identifying the current road conditions based on the current vehicle speed and steering force; when the current road conditions are identified as risky, moving the steering wheel to a first preset position and applying a first silent torque to the steering wheel to enter a semi-silent mode. In the silent mode, the steering wheel does not respond to driver intervention, while in the semi-silent mode, it responds to driver intervention. Thus, in this embodiment, the vehicle maintains a silent mode during normal autonomous driving, and automatically switches to a semi-silent mode when a risky road condition is detected. The steering wheel is moved to an operable retractable position and a controllable torque is applied, allowing the driver to directly take control of the vehicle through steering actions. This dynamic adjustment of the silent mode avoids steering wheel kickback and ensures rapid response in emergencies, thereby significantly improving the safety of autonomous driving and the efficiency of human-machine collaboration. Attached Figure Description

[0043] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments of this application will be briefly introduced below. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0044] Figure 1 This is one of the flowcharts illustrating the steering wheel control method provided in the embodiments of this application;

[0045] Figure 2 This is a second schematic flowchart of the steering wheel control method provided in the embodiments of this application;

[0046] Figure 3 This is the third flowchart illustrating the steering wheel control method provided in the embodiments of this application;

[0047] Figure 4 This is the fourth flowchart illustrating the steering wheel control method provided in the embodiments of this application;

[0048] Figure 5 This is a schematic diagram of the steering wheel control device provided in an embodiment of this application;

[0049] Figure 6 This is a schematic diagram of the structure of the electronic device provided in the embodiments of this application. Detailed Implementation

[0050] The features and exemplary embodiments of various aspects of this application will be described in detail below. 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 and specific embodiments. It should be understood that the specific embodiments described herein are only intended to explain this application and not to limit it. For those skilled in the art, this application can be implemented without some of these specific details. The following description of the embodiments is merely to provide a better understanding of this application by illustrating examples.

[0051] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising..." does not exclude the presence of additional identical elements in the process, method, article, or apparatus that includes the element.

[0052] This application provides a steering wheel control method, the core of which is to solve the problem in existing technologies where the steering wheel is completely retracted and locked in silent mode, preventing the driver from taking over the steering wheel in dangerous road conditions. To fully explain the technical solution of this application, it is first necessary to understand the silent mode entry mechanism, which will be explained in detail below in conjunction with application scenarios and system architecture. Figure 1 This paper illustrates one of the flowcharts of a steering wheel control method provided in an embodiment of this application, specifically demonstrating the control flow for the steering wheel to enter silent mode provided in this embodiment of the application. Figure 1 As shown, a steering wheel control method includes the following steps:

[0053] S101. In response to a silent command issued by the driver assistance system, obtain the current vehicle speed and steering wheel speed.

[0054] Among them, the driver assistance system refers to the intelligent system on the vehicle used to assist the driver in driving operations. By integrating multiple sensors and algorithms, it can realize intelligent functions such as adaptive cruise control, automatic parking, and lane keeping assist to improve driving safety and convenience. The silence command refers to the instruction issued by the driver assistance system in a specific autonomous driving mode (such as L2 or higher) to control the steering wheel to enter a silence mode, keeping it stationary during autonomous driving. This avoids unnecessary shaking or deflection of the steering wheel due to the rotation of the steering wheels, thus ensuring that the steering wheel does not interfere with the driver during autonomous driving, improving driving safety and comfort.

[0055] Specifically, in this embodiment, the driving assistance system is an ADAS system. The ADAS system can determine whether to enter intelligent driving mode by comprehensively monitoring the driver's state, vehicle state, and environmental conditions, thereby ensuring driving safety and functional reliability. When the ADAS system determines that intelligent driving mode has been entered, it will issue a muting command to the steering wheel actuator (HWA) to instruct the steering wheel to activate the muting function.

[0056] Figure 2 The second schematic flowchart of the steering wheel control method provided in the application embodiment is shown, as follows: Figure 2 As shown, after receiving a silence command from the ADAS system, the HWA identifies the validity of the silence command by parsing the specific message issued by the ADAS system. If the silence command is identified as valid, it responds to the silence command and acquires the current vehicle speed and steering wheel speed. It should be noted that the specific method of acquiring vehicle speed and steering wheel speed is not limited in this embodiment. Those skilled in the art should understand that these parameters can be acquired using conventional detection methods such as wheel speed sensors and steering angle sensors, or other equivalent measurement techniques. The above-mentioned technical means are all mature technologies in the field of vehicle control, and this application will not elaborate on them further.

[0057] S102. At least based on the current vehicle speed, determine in real time whether to control the steering wheel to enter silent mode.

[0058] In this embodiment, after the ADAS system determines that it has entered the intelligent driving mode, the HWA first performs a real-time determination of the current vehicle speed. When the current vehicle speed is within a suitable range for the steering wheel silence and retraction modes, it further determines in real-time whether the driver is in a takeover state. Specifically, when the HWA detects that the current vehicle speed is less than a preset first threshold (e.g., 15 kph), it determines that the vehicle speed is within a reasonable range for the silence function to be activated. Subsequently, it acquires steering operation information in real-time, including but not limited to the steering force input by the driver (TAS hand force) and the steering wheel speed. Based on this information, the HWA determines in real-time whether to control the steering wheel to enter the silence mode: if the steering force is less than a second threshold and the steering wheel speed is less than a third threshold, it identifies that the driver has not taken over the steering wheel, and at this time determines to control the steering wheel to enter the silence mode. This embodiment, through a multi-determination mechanism, can ensure driving safety and reliability through layered verification, effectively preventing false triggering while meeting the activation conditions of the steering wheel silence function, and ensuring that the driver can take over control in a timely manner when necessary. In some embodiments, this determination process can be executed cyclically at a preset period to ensure real-time response to driving intentions.

[0059] S103. When it is determined that the steering wheel is controlled to enter the silent mode, the change in the steering angle of the steering wheel is recorded.

[0060] This step includes acquiring a first current steering angle of the steering wheel; acquiring a second current steering angle of the steering wheel after a preset time interval; and calculating the difference between the first and second current steering angles to obtain the steering angle change. Specifically, in this embodiment, the HWA acquires the steering angle value of the steering wheel at the current moment through a steering angle sensor (TAS) as an initial reference angle (i.e., the first current steering angle). During silent mode operation, when a steering operation is detected by the driver, the HWA continuously monitors the real-time steering angle value output by the TAS (i.e., the second current steering angle) and calculates its angle deviation value from the initial reference angle, thereby accurately acquiring the real-time TAS angle change of the steering wheel (i.e., the steering angle change).

[0061] S104. Determine the target torque based on the current vehicle speed, the steering wheel speed, the change in steering angle, and the preset parameter correspondence.

[0062] The parameter correspondences include damping coefficient correspondence, elastic force correspondence, and torque upper limit correspondence. The damping coefficient and elastic force correspondences are two-dimensional dynamic correspondences defined based on the steering angle change and vehicle speed, while the torque upper limit correspondence is a dynamic correspondence defined based on vehicle speed. This step involves determining the damping coefficient and elastic force based on the steering angle change and current vehicle speed using the damping coefficient and elastic force correspondences, respectively; multiplying the damping coefficient by the steering wheel rotation speed to obtain the damping force; determining the torque upper limit based on the current vehicle speed using the torque upper limit correspondence; and determining the target torque based on the damping force, elastic force, and torque upper limit.

[0063] Specifically, in this embodiment, the corresponding damping coefficient is looked up in a preset two-dimensional damping coefficient lookup table based on the TAS angle change and vehicle speed. Simultaneously, the corresponding elastic force is looked up in a preset two-dimensional elastic force lookup table based on the TAS angle change and vehicle speed, and is initially limited. The damping coefficient is a parameter related to system characteristics, reflecting the magnitude of the damping force generated by the HWA system at a unit speed. The elastic force reflects the restoring or holding force required by the HWA system at a specific position or angle, used to ensure the steering wheel remains stable at a specific angle or returns to a neutral position when needed. In this embodiment, to ensure the stability and safety of the steering system, the elastic force value is limited by a set upper and lower limit range to ensure it does not exceed a reasonable range. In this embodiment, a preset two-dimensional lookup table is used to store the parameter correspondence. Specifically, the lookup table, based on experimental and simulation data, pre-establishes the HWA system damping coefficient and elastic force parameters corresponding to different combinations of vehicle speed and TAS angle change to ensure the dynamic stability and response performance of the system. It should be noted that the two-dimensional lookup table used in this application embodiment is only an exemplary implementation of the parameter correspondence. In other embodiments, the above parameter correspondence can also be determined based on dynamic generation methods such as parameterized mathematical models or machine learning models.

[0064] Subsequently, the damping coefficient is multiplied by the steering wheel rotation speed to obtain the damping force, which is then initially limited. This damping force is always in the opposite direction to the steering wheel movement, effectively suppressing unnecessary movements such as steering wheel vibration and abnormal wobbling, thereby significantly improving driving stability and comfort. Similarly, to ensure the stability and safety of the steering system, the damping force is limited by a set upper and lower limit range. Furthermore, in this embodiment, the steering wheel rotation speed is filtered (e.g., low-pass filtering) to eliminate interference from signal jumps in the damping force calculation.

[0065] The damping force and elastic force after the amplitude limit are superimposed to obtain the reference torque. This reference torque reflects the magnitude of the torque that the HWA system expects the steering wheel motor to output under the current operating conditions, and is used to guide the formulation of subsequent control strategies.

[0066] After obtaining the reference torque, the reference torque is further limited based on the torque upper limit to obtain the target torque. The torque upper limit refers to the maximum holding torque threshold that the vehicle steering system is allowed to apply at a specific vehicle speed. This ensures that the steering system does not apply excessive torque under any circumstances, thereby avoiding unnecessary burden on the vehicle's steering mechanism or the driver. In this embodiment, the corresponding torque upper limit is obtained by looking up the current vehicle speed in a preset torque upper limit lookup table. This lookup table is a preset table that stores the corresponding torque upper limit values ​​at different vehicle speeds. This lookup table is generated using experimental or simulation data to ensure that the torque output of the steering system is within a safe and reasonable range at various vehicle speeds. The target torque is used to actually control the output of the steering wheel motor. This target torque is obtained by second-limiting the reference torque to ensure that in practical applications, it meets driving needs without exceeding the system's safety threshold.

[0067] S105. Control the steering wheel based on the target torque to keep it stationary.

[0068] In this step, HWA precisely calculates and adjusts the target torque in real time, and controls the steering wheel motor to output the target torque, keeping the steering wheel stationary in intelligent driving mode. This avoids steering wheel rotation or vibration caused by vehicle steering operations, ensuring that the steering wheel is in a state close to that when the driver takes over, thus avoiding interference with the driver's sense of direction. It also prevents potential dangers to the driver caused by rapid steering wheel rotation during emergency avoidance in traditional EPS vehicles, thereby significantly improving driving safety and comfort.

[0069] It should be emphasized that the steering wheel control method proposed in this application is applicable to Level 2 and above autonomous driving modes. This application uses Level 3 autonomous driving mode as a typical application scenario for illustration, but this should not be considered a limitation on the application scope of the technical solution. Specifically, when the ADAS system determines that the vehicle has entered Level 2 or above autonomous driving mode, it immediately sends a silence command to the steering wheel actuator (HWA). Upon receiving the silence command from the ADAS system, the HWA responds by putting the steering wheel into a silence mode. In this mode, the steering wheel no longer vibrates or deviates due to road bumps or steering wheel rotation, thereby effectively avoiding unnecessary steering wheel movements during autonomous driving that could interfere with the driver, significantly improving system reliability and ride comfort.

[0070] Furthermore, in this embodiment, when the ADAS system determines that the vehicle has entered intelligent driving mode, the steering wheel not only remains stationary in silent mode but also activates an intelligent storage function. Specifically, before recording the change in steering angle of the steering wheel, this embodiment further includes: disabling the following function between the steering wheel and the wheels; obtaining the current position of the steering wheel; and, based on the current position and a preset control algorithm, controlling the ESC motor to drive the steering wheel to move and store it in a preset position.

[0071] In this process, the HWA first sends an invalid command to the wheel-end steering mechanism (RWA), causing it to stop recognizing and processing the rack position signal, thereby disengaging the steering wheel from the wheel's following function. Subsequently, the HWA system enters the steering wheel retraction function execution phase. In this phase, this embodiment achieves precise steering wheel retraction through an adjustable steering column. Specifically, the HWA system outputs a PWM (Pulse Width Modulation) control signal to adjust the extension and angle adjustment speed of the electronic speed control motor. PWM signals are a highly efficient control method that can precisely control the motor's motion state, thereby achieving precise adjustment of the steering wheel position.

[0072] During the adjustment process, the HWA system identifies the current position information based on the Hall effect signals fed back by the motor. Hall effect signals are signals that reflect the motor's position and motion state. By monitoring Hall effect signals in real time, the HWA system can accurately determine the current position of the steering wheel and the motor's motion state.

[0073] Finally, the HWA system uses a closed-loop angle control algorithm to completely retract the steering wheel to the preset position required for complete retraction (e.g., the dashboard). The closed-loop control algorithm is one that adjusts the control strategy in real time based on feedback signals, ensuring the steering wheel remains on the correct path throughout the retraction process and ultimately reaches the preset retraction position precisely. This process, through precise control signal output and real-time feedback and adjustment, ensures the stability and reliability of the entire retraction process.

[0074] In intelligent driving mode, the driver's hands are typically not on the steering wheel. If the steering wheel remains in its traditional position and is in motion, it may cause accidental injury to the driver's hands or other body parts due to rapid rotation during emergency maneuvers, such as "hand strike." Furthermore, in traditional EPS vehicles, rapid steering wheel rotation during emergency maneuvers can also cause the driver to lose balance or misoperate, further increasing safety risks. Therefore, this embodiment of the application, by completely retracting the steering wheel to a preset static position, not only saves cabin space and improves driving comfort and interior aesthetics, but also enhances safety in intelligent driving mode and reduces potential injury to the driver in emergency situations.

[0075] After detailing the control method for controlling the steering wheel to enter silent mode in the embodiments of this application, the embodiments of this application further provide a corresponding steering wheel control method, device, and vehicle. This method can accurately identify the current road conditions when the steering wheel is in silent mode, and determine accordingly whether to control the steering wheel to enter a semi-silent mode. The specific implementation of this steering wheel control method will be described in detail below. Please refer to... Figure 3 This illustrates the third flowchart of the steering wheel control method provided in this application embodiment, as shown below. Figure 3 As shown, a steering wheel control method includes the following steps:

[0076] S201. When the steering wheel is in silent mode, the current vehicle speed and the steering force input by the driver to the steering wheel are obtained in real time.

[0077] In this step, when the steering wheel is in silent mode, the HWA system continuously monitors and acquires the current vehicle speed and the steering force (i.e., TAS hand force) input by the driver to the steering wheel in real time. In subsequent steps, the steering operation information can be used to accurately and in real time determine the current road conditions, thereby determining whether to enter semi-silent mode based on the current road conditions.

[0078] S202. Identify the current road conditions based on the current vehicle speed and steering force.

[0079] Please see Figure 4 It shows a fourth schematic flowchart of the steering wheel control method provided according to an embodiment of this application, such as... Figure 4 As shown, this step includes: calculating the estimated rack force based on the current steering parameters using a preset model; analyzing the estimated rack force to obtain the initial rack force; determining the road feel gain coefficient based on the current vehicle speed and the steering force, according to a preset road feel gain coefficient table; multiplying the road feel gain coefficient and the initial rack force to obtain the actual road feel rack force; and determining the current road condition as a risky road condition when the frequency amplitude of the actual road feel rack force is detected to be greater than a preset amplitude threshold.

[0080] Steering parameters include, but are not limited to, motor torque and sensor data. Rack force refers to the force acting on the steering rack, reflecting the actual steering load in the steering system. The magnitude of the rack force directly affects the steering resistance felt by the driver and the vehicle's steering performance. The lower-level steering controller forwards these steering parameters to the upper-level steering controller via a private CAN bus. Upon receiving this data, the upper-level controller, using its internal observer based on a preset road feel model and steering system dynamics model, combined with these steering parameters, estimates the current rack force (i.e., the estimated rack force), allowing the upper-level controller to more accurately understand the actual load on the steering system. Subsequently, a high-pass filter is used to analyze the estimated current rack force, extracting the high-frequency component to obtain the initial rack force. Because road unevenness generates high-frequency fluctuations in the rack force, this initial rack force can reflect the road's bumpiness in real time.

[0081] The road feel gain coefficient is a scaling factor used to adjust the intensity of road feel feedback perceived by the driver. It determines the degree to which high-frequency rack force affects the driver's hand feedback. In this embodiment, the system retrieves the corresponding road feel gain coefficient from a preset table based on the real-time detected current vehicle speed and steering force. The real-time road feel gain coefficient is multiplied by the initial rack force, and this coefficient is used to amplify or reduce the initial rack force, adjusting the intensity of road feel feedback perceived by the driver, ultimately yielding the actual road feel rack force.

[0082] A higher frequency amplitude usually indicates more severe road bumps, which may adversely affect the vehicle's driving stability and safety. Therefore, when the frequency amplitude of the actual road-feel rack force is detected to be greater than a preset amplitude threshold, the current road condition is determined to be a risky road condition. It is understood that the specific value of this amplitude threshold can be adjusted and set according to various factors. For example, different types of vehicles may have different sensitivities to road conditions, so a suitable threshold needs to be determined based on the vehicle's performance and design requirements. This application does not limit the specific setting of the amplitude threshold to accommodate the flexibility of different user needs and application scenarios.

[0083] S203. When the current road condition is identified as a risky road condition, the steering wheel is moved to a first preset position, and a first silent torque is applied to the steering wheel to put the steering wheel into a semi-silent mode.

[0084] Specifically, the steering wheel does not respond to driver intervention when it is in silent mode, but it does respond to driver intervention when it is in semi-silent mode.

[0085] Specifically, when the steering wheel is in silent mode, it is retracted to a second preset position, with the first preset position located between the normal driving position and the second preset position. Moving the steering wheel to the first preset position includes: based on the second preset position and a preset control algorithm, controlling the electronic speed controller (ESC) to drive the steering wheel to the first preset position.

[0086] The second preset position is typically located in a place inaccessible to the driver, such as the dashboard, achieving complete retraction and effectively avoiding the risk of the steering wheel "hitting" the driver's hands. In this position, the system will not respond to manual steering inputs. The first preset position is located between the normal driving position and the second preset position (e.g., halfway down), a semi-retracted state. In the first preset position, the driver can easily operate the steering wheel, ensuring quick and accurate vehicle control when manual intervention is needed. This position also does not excessively occupy driving space, providing a more comfortable driving environment. When the system detects a risky road condition, it switches the steering wheel from silent mode to semi-silent mode. At this time, based on the second preset position and a preset control algorithm, the system uses the electronic speed controller (ESC) to drive the steering wheel smoothly and accurately from the second preset position to the first preset position. During this process, the system monitors the steering wheel's position and movement status in real time to ensure the smoothness and reliability of the switching process. Once the steering wheel reaches the first preset position, the system will respond to the driver's steering input again, allowing the driver to flexibly adjust the vehicle's direction according to road conditions, thereby effectively improving driving safety and handling.

[0087] In addition, the system will apply a first silent torque to the steering wheel: the first silent torque is less than the second silent torque, which is calculated based on the current vehicle state parameters and according to the preset parameter correspondence.

[0088] Specifically, the second quiet torque is calculated based on the current vehicle state parameters and a preset parameter correspondence. This torque is sufficient to keep the steering wheel completely still in quiet mode, preventing accidental steering wheel movement due to external disturbances (such as road bumps or vehicle vibrations). The setting of the second quiet torque ensures high stability and safety of the steering wheel in quiet mode, especially in autonomous driving or assisted driving modes, where the vehicle needs to keep the steering wheel stationary to avoid interfering with the driving system. Its calculation process and quiet control logic refer to the control method for entering quiet mode for the steering wheel provided above.

[0089] In semi-quiet mode, the first quiet torque is less than the second quiet torque in quiet mode. For example, in this embodiment, the first quiet torque is less than or equal to half of the second quiet torque (e.g., <= 7.5 Nm). This allows the driver to easily turn the steering wheel when switching from quiet mode to semi-quiet mode or when the driver is about to take over vehicle control. The smaller first quiet torque reduces the resistance the driver needs to overcome, making the steering wheel easier to operate. This ensures the driver can quickly and easily take over vehicle control, improving not only driving safety but also convenience and comfort.

[0090] An embodiment of this application provides a steering wheel control method, comprising: when the steering wheel is in silent mode, acquiring in real time the current vehicle speed and the steering force input by the driver to the steering wheel; identifying the current road conditions based on the current vehicle speed and steering force; when the current road conditions are identified as risky, moving the steering wheel to a first preset position and applying a first silent torque to the steering wheel to make the steering wheel enter a semi-silent mode, wherein the steering wheel does not respond to driver intervention when in silent mode, and can respond to driver intervention when in semi-silent mode. Thus, in this embodiment of the application, the silent mode is maintained during normal autonomous driving, and when a risky road condition is detected, the system automatically switches to a semi-silent mode, moving the steering wheel to an operable retractable position and applying controllable torque, allowing the driver to directly take control of the vehicle through steering actions. This dynamic adjustment of the silent mode avoids steering wheel kickback and ensures rapid response in emergency situations, thereby significantly improving the safety of autonomous driving and the efficiency of human-machine collaboration.

[0091] Furthermore, the steering wheel control method provided in this application embodiment also includes: when the steering wheel is in semi-silent mode, real-time detection of current road conditions and vehicle status parameters is performed. This detection process can refer to the road condition recognition process in step S202 above. When the frequency amplitude of the actual road feel rack force is less than a preset amplitude threshold, the current road condition is determined to be a stable road condition. When the current road condition is detected to be stable and the vehicle status parameters meet the conditions for opening the silent mode, the steering wheel is controlled to enter the silent mode. This application embodiment can automatically adjust according to real-time road conditions and vehicle status, ensuring the stability and convenience of the system in different scenarios, without requiring manual operation by the driver, thus improving the level of intelligence.

[0092] It should be noted that the steering wheel control method provided in this application embodiment further includes: when the steering wheel is in a semi-silent mode, acquiring steering operation information in real time, including the steering force and steering wheel speed input by the current driver; when steering operation information exists, issuing a warning message and recording subsequent steering operation information as exit confirmation information; when the exit confirmation information meets preset conditions, performing a preset reset operation on the steering wheel, moving it from its current first preset position to the normal driving position, and canceling the first silent torque applied to it, thereby completely exiting the silent mode. This process, by monitoring steering operation information in real time and issuing warnings, can promptly remind the driver of the current state of the steering wheel, avoiding safety hazards caused by misoperation. At the same time, by recording steering operation information as exit confirmation information, the system can ensure that the driver consciously takes over the steering wheel, rather than due to accidental touch or misoperation. Finally, executing the preset reset operation and canceling the first silent torque ensures that the steering wheel can smoothly and safely return to the normal driving position, providing the driver with immediate control, thereby responding quickly when manual intervention is required, improving driving safety and convenience.

[0093] like Figure 5 As shown in the figure, an embodiment of this application provides a steering wheel control device, the device comprising:

[0094] The acquisition module 501 is used to acquire the current vehicle speed and the current steering force input by the driver to the steering wheel in real time when the steering wheel is in silent mode.

[0095] The road condition recognition module 502 is used to identify the current road conditions based on the current vehicle speed and steering force;

[0096] The mode switching module 503 is used to move the steering wheel to a first preset position and apply a first silent torque to the steering wheel when the current road condition is identified as a risky road condition, so that the steering wheel enters a semi-silent mode.

[0097] Figure 6 A schematic diagram of the structure of an electronic device provided in an embodiment of this application is shown.

[0098] The vehicle may include a processor 601 and a memory 602 storing computer program instructions.

[0099] Specifically, the processor 601 may include a central processing unit (CPU), an application-specific integrated circuit (ASIC), or one or more integrated circuits that can be configured to implement the embodiments of this application.

[0100] Memory 602 may include mass storage for data or instructions. For example, and not limitingly, memory 602 may include a hard disk drive (HDD), floppy disk drive, flash memory, optical disk, magneto-optical disk, magnetic tape, or Universal Serial Bus (USB) drive, or a combination of two or more of these. Where appropriate, memory 602 may include removable or non-removable (or fixed) media. Where appropriate, memory 602 may be internal or external to the integrated gateway disaster recovery device. In a particular embodiment, memory 602 is non-volatile solid-state memory.

[0101] In a particular embodiment, memory 602 may include read-only memory (ROM), random access memory (RAM), disk storage media device, optical storage media device, flash memory device, electrical, optical, or other physical / tangible memory storage device. Thus, generally, memory includes one or more tangible (non-transitory) computer-readable storage media (e.g., memory devices) encoded with software including computer-executable instructions, and when the software is executed (e.g., by one or more processors), it is operable to perform the operations described with reference to the method according to one aspect of this disclosure.

[0102] The processor 601 implements any of the steering wheel control methods described in the above embodiments by reading and executing computer program instructions stored in the memory 602.

[0103] In one example, the vehicle may also include a communication interface 603 and a bus 610. Wherein, as... Figure 6 As shown, the processor 601, memory 602, and communication interface 603 are connected through bus 610 and complete communication with each other.

[0104] The communication interface 603 is mainly used to realize communication between various modules, devices, units and / or equipment in the embodiments of this application.

[0105] Bus 610 includes hardware, software, or both, that couples components of an electronic device together. For example, and not limitingly, the bus may include an Accelerated Graphics Port (AGP) or other graphics bus, an Enhanced Industry Standard Architecture (EISA) bus, a Front Side Bus (FSB), HyperTransport (HT) interconnect, an Industry Standard Architecture (ISA) bus, an Infinite Bandwidth Interconnect, a Low Pin Count (LPC) bus, a memory bus, a Microchannel Architecture (MCA) bus, a Peripheral Component Interconnect (PCI) bus, a PCI-Express (PCI-X) bus, a Serial Advanced Technology Attachment (SATA) bus, a Video Electronics Standards Association Local (VLB) bus, or other suitable buses, or combinations of two or more of these. Where appropriate, bus 610 may include one or more buses. Although specific buses are described and illustrated in embodiments of this application, any suitable bus or interconnect is contemplated herein.

[0106] The electronic device can execute the steering wheel control method described in the embodiments of this application, thereby achieving a combination Figure 1 and Figure 5 The described steering wheel control method and device.

[0107] Furthermore, in conjunction with the steering wheel control methods described in the above embodiments, this application embodiment can provide a computer-readable storage medium for implementation. This computer-readable storage medium stores computer program instructions; when these computer program instructions are executed by a processor, they implement any of the steering wheel control methods described in the above embodiments.

[0108] In conjunction with the steering wheel control methods in the above embodiments, this application embodiment can provide a computer program product, in which the instructions of the computer program product, when executed by the processor of an electronic device, cause the electronic device to perform any of the steering wheel control methods described above.

[0109] Based on the steering wheel control method described in the above embodiments, this application provides a vehicle for implementation. The vehicle includes at least one of the following: the steering wheel control device described above; the computer-readable storage medium described above; the computer program product described above; a processor; and a memory storing computer program instructions; the processor, when executing the computer program instructions, implements the steering wheel control method described in any one of the above embodiments.

[0110] It should be clarified that this application is not limited to the specific configurations and processes described above and shown in the figures. For the sake of brevity, detailed descriptions of known methods are omitted here. In the above embodiments, several specific steps are described and shown as examples. However, the method process of this application is not limited to the specific steps described and shown. Those skilled in the art can make various changes, modifications, and additions, or change the order of steps, after understanding the spirit of this application.

[0111] The functional blocks shown in the above block diagram can be implemented as hardware, software, firmware, or a combination thereof. When implemented in hardware, they can be, for example, electronic circuits, application-specific integrated circuits (ASICs), appropriate firmware, plug-ins, function cards, etc. When implemented in software, the elements of this application are programs or code segments used to perform the required tasks. Programs or code segments can be stored on a machine-readable medium or transmitted over a transmission medium or communication link via data signals carried on a carrier wave. "Machine-readable medium" can include any medium capable of storing or transmitting information. Examples of machine-readable media include electronic circuits, semiconductor memory devices, ROM, flash memory, erasable ROM (EROM), floppy disks, CD-ROMs, optical disks, hard disks, fiber optic media, radio frequency (RF) links, etc. Code segments can be downloaded via computer networks such as the Internet, intranets, etc.

[0112] It should also be noted that the exemplary embodiments mentioned in this application describe methods or systems based on a series of steps or apparatus. However, this application is not limited to the order of the above steps; that is, the steps can be performed in the order mentioned in the embodiments, or in a different order, or several steps can be performed simultaneously.

[0113] The aspects of this disclosure have been described above with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this disclosure. It should be understood that each block in the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing apparatus to produce a machine such that these instructions, executable via the processor of the computer or other programmable data processing apparatus, enable the implementation of the functions / actions specified in one or more blocks of the flowchart illustrations and / or block diagrams. Such a processor can be, but is not limited to, a general-purpose processor, a special-purpose processor, a special application processor, or a field-programmable logic circuit. It is also understood that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can also be implemented by special-purpose hardware performing the specified functions or actions, or can be implemented by a combination of special-purpose hardware and computer instructions.

[0114] The above are merely specific embodiments 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, modules, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here. It should be understood that the protection scope of this application is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in this application, and these modifications or substitutions should all be covered within the protection scope of this application.

Claims

1. A steering wheel control method, characterized in that, The method includes: When the steering wheel is in silent mode, the current vehicle speed and the steering force input by the driver onto the steering wheel are obtained in real time. The current road conditions are identified based on the current vehicle speed and the steering force. When the current road condition is identified as a risky road condition, the steering wheel is moved to a first preset position, and a first muting torque is applied to the steering wheel to put it into a semi-silent mode. Specifically, when the steering wheel is in the silent mode, it does not respond to driver intervention, while when the steering wheel is in the semi-silent mode, it can respond to driver intervention.

2. The steering wheel control method according to claim 1, characterized in that, The identification of current road conditions based on the current vehicle speed and the steering force includes: Based on the current steering parameters, the estimated rack force is calculated using a preset model: The estimated rack force is analyzed to obtain the initial rack force; Based on the current vehicle speed and the steering force, the road feel gain coefficient is determined according to the preset road feel gain coefficient table; Multiply the road feel gain coefficient and the initial rack force to obtain the actual road feel rack force; When the frequency amplitude of the actual road-feeling rack force is detected to be greater than a preset amplitude threshold, the current road condition is determined to be a risky road condition.

3. The steering wheel control method according to claim 1, characterized in that, When the steering wheel is in the silent mode, the steering wheel is retracted to a second preset position, and the first preset position is located between the normal driving position and the second preset position; Moving the steering wheel to the first preset position includes: Based on the second preset position and the preset control algorithm, the steering wheel is moved to the first preset position by controlling the ESC motor.

4. The steering wheel control method according to claim 1, characterized in that: The first quiescent torque is less than the second quiescent torque. The second silent torque is calculated based on the current vehicle state parameters and according to a preset parameter correspondence.

5. The steering wheel control method according to claim 4, characterized in that, The current vehicle status parameters include current vehicle speed, steering wheel speed, and change in steering angle; the method includes: Based on the change in steering angle and the current vehicle speed, the damping coefficient and elastic force are determined through the damping coefficient correspondence and the elastic force correspondence, respectively. Multiply the damping coefficient by the steering wheel rotation speed to obtain the damping force; Based on the current vehicle speed, the upper limit of torque is determined through the corresponding relationship of the upper limit of torque. The second silent torque is calculated based on the damping force, the elastic force, and the upper limit of the torque.

6. The steering wheel control method according to claim 1, characterized in that, The method further includes: When the steering wheel is in the semi-silent mode, the current road conditions and vehicle status parameters are detected in real time. When the current road condition is detected to be stable and the vehicle status parameters meet the conditions for activating the silent mode, the steering wheel is controlled to enter the silent mode.

7. The steering wheel control method according to claim 1, characterized in that, The method further includes: When the steering wheel is in the semi-silent mode, steering operation information is acquired in real time, including the steering force and steering wheel speed input by the current driver. When the steering operation information exists, a warning message is issued, and subsequent steering operation information is recorded as exit confirmation information; When the exit confirmation information is determined to meet the preset conditions, a preset reset operation is performed on the steering wheel, and the first silent torque applied to it is canceled.

8. A steering wheel control device, characterized in that, The device includes: The acquisition module is used to acquire the current vehicle speed and the steering force input by the driver onto the steering wheel in real time when the steering wheel is in silent mode. The road condition recognition module is used to identify the current road conditions based on the current vehicle speed and the steering force; The mode switching module is used to move the steering wheel to a first preset position and apply a first silent torque to the steering wheel when the current road condition is identified as a risky road condition, so that the steering wheel enters a semi-silent mode.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores at least one instruction or at least one program, which is loaded and executed by a processor to implement the steering wheel control method as described in any one of claims 1-7.

10. A vehicle, characterized in that, The vehicle includes: a processor and a memory storing computer program instructions; the processor, when executing the computer program instructions, implements the steering wheel control method as described in any one of claims 1-7.

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