A steering control method and device of a vehicle, a vehicle and an electronic device

Abstract

The present application relates to a kind of vehicle steering control method, device, vehicle and electronic equipment, it is related to vehicle technical field, it aims at improving the security when vehicle steering, including: in the case where the upper steering controller of vehicle fails, the pressure value uploaded on target sensor is obtained;Wherein, target sensor includes: the first target sensor and the second target sensor of two steering lever direction of vehicle steering lever respectively arranged;Determine the target steering information of vehicle based on pressure value;Based on target steering information, control vehicle steering.The present application determines target steering information by pressure value, so as to continue to control vehicle steering when the upper steering controller fails, improve the security of vehicle operation.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and more specifically to a vehicle steering control method, device, vehicle, and electronic equipment. Background Technology

[0002] With the development of automotive electronics and intelligence, steer-by-wire (SBW) systems have become an important direction for the future development of automotive steering technology because they eliminate the mechanical connection in traditional steering systems, enabling more flexible steering ratio adjustment, more precise steering control, and deep integration with autonomous driving systems.

[0003] Most existing steer-by-wire systems employ a dual-controller architecture, generally following a mode where the primary controller operates while the backup controller stands by. However, the control logic of this backup mode is quite complex, which not only increases the difficulty of system debugging and maintenance but may also lead to response delays due to the cumbersome switching process when the primary controller fails, ultimately affecting the vehicle's steering safety. Summary of the Invention

[0004] This invention provides a method, apparatus, vehicle, and electronic equipment for steering control of a vehicle, aimed at improving the safety of the vehicle during steering.

[0005] In a first aspect, this application provides a vehicle steering control method, comprising: acquiring a pressure value uploaded by a target sensor in the event of a malfunction of the vehicle's steering controller; wherein the target sensor includes: a first target sensor and a second target sensor respectively arranged in two steering directions of the vehicle's steering lever; determining target steering information of the vehicle based on the pressure value; and controlling the vehicle's steering based on the target steering information.

[0006] Based on the aforementioned technical means, by setting target sensors in the two steering directions of the steering lever, when the vehicle's steering controller suddenly malfunctions and cannot properly collect steering wheel torque and generate steering commands, the target sensors in the two directions can directly capture the pressure value of the driver's lever movement. Without relying on the intermediate conversion link of the steering controller, the target steering information can be parsed, thereby controlling the vehicle's steering through the target steering information, ensuring that the steering function is not interrupted, avoiding steering failure due to steering controller failure, and significantly improving the vehicle's steering safety under special working conditions.

[0007] Furthermore, the target steering information includes the target steering direction; determining the vehicle's target steering information based on pressure values ​​includes: determining the target steering direction as a first direction if the first pressure value uploaded by the first target sensor is greater than a first preset pressure threshold; or determining the target steering direction as a second direction if the second pressure value uploaded by the second target sensor is less than a second preset pressure threshold; wherein, the first preset pressure threshold is greater than or equal to zero; the second preset pressure threshold is less than or equal to zero; the first preset pressure threshold is the upper limit of the zero-point drift of the first target sensor; the second preset pressure threshold is a negative number of the upper limit of the zero-point drift of the second target sensor; the first direction and the second direction are two opposite directions.

[0008] Based on the above technical means, by using the pressure values ​​collected by the first target sensor and the second target sensor respectively, the target turning direction can be more accurately distinguished; at the same time, by deeply binding the preset threshold with the zero-point drift characteristics of the target sensor, invalid interference signals can be further filtered out more accurately, thus doubly ensuring the accuracy of the turning direction judgment.

[0009] Furthermore, the target steering information includes the target steering angle; based on the pressure value, the target steering information of the vehicle is determined, including: determining the target steering angle based on the pressure value and a preset mapping relationship dataset; wherein, the mapping relationship in the preset mapping relationship dataset represents the correspondence between the pressure value and the steering angle.

[0010] Based on the aforementioned technical methods, a pre-defined mapping dataset (such as a linear formula or a calibrated corresponding table) pre-defines the quantitative correlation between pressure values ​​and target steering angles. This eliminates the need for complex real-time calculations; simply matching the pressure value directly yields the corresponding angle reference, significantly shortening the time required to determine the target steering angle. Therefore, by using a pre-defined mapping dataset and pressure values, the target steering angle can be determined more quickly and accurately.

[0011] Furthermore, the process for determining the fault of the uplink controller includes: upon receiving fault reporting information from the uplink controller, determining that the uplink controller is faulty.

[0012] Based on the above technical means, the fault information of the up-turn controller can be directly and quickly identified, which can minimize the fault identification time, reduce the duration of steering interruption caused by the fault, and ensure the continuity of vehicle steering function and driving safety.

[0013] Furthermore, the process for determining the fault of the upshift controller includes: if no steering information is received from the upshift controller for a continuously preset time, the upshift controller is determined to be faulty.

[0014] Based on the above technical means, by continuously setting a judgment condition that no steering information is received from the steering controller for a preset time, the fault scenarios of the steering controller can be fully covered, thereby improving the comprehensiveness and reliability of steering control system fault detection.

[0015] Furthermore, the vehicle steering control method also includes: when the target steering angle is greater than or equal to the vehicle's maximum permissible steering angle, correcting the target steering angle to the maximum permissible steering angle.

[0016] Based on the above technical means, by setting a rigid safety boundary for vehicle steering at the maximum permissible steering angle, the risk of oversteering can be effectively avoided. When the target steering angle is greater than or equal to the vehicle's maximum permissible steering angle, the target steering angle is forcibly corrected to prevent it from exceeding the safety range. This can prevent the target steering angle from exceeding the limit due to excessive user operation (such as applying too much pressure) or abnormal target sensors, thus preventing dangerous situations such as vehicle skidding and loss of control.

[0017] Furthermore, the vehicle steering control method also includes adjusting a preset mapping relationship dataset based on the deviation between the vehicle's actual steering angle and the target steering angle.

[0018] Based on the above technical means, by continuously correcting the preset mapping relationship dataset through the deviation between the actual steering angle and the target steering angle of the vehicle, control errors caused by factors such as vehicle wear, temperature changes, and sensor aging can be compensated in real time, ensuring that the correspondence between pressure value and steering angle always remains consistent with the actual state of the vehicle, thereby improving the accuracy of vehicle steering control.

[0019] Secondly, this application provides a vehicle steering control device, comprising: an acquisition module, a determination module, and a control module; the acquisition module is used to acquire pressure values ​​uploaded by a target sensor in the event of a malfunction of the vehicle's steering controller; wherein the target sensor includes: a first target sensor and a second target sensor respectively arranged in two steering directions of the vehicle's steering lever; the determination module is used to determine the vehicle's target steering information based on the pressure value; and the control module is used to control the vehicle's steering based on the target steering information.

[0020] Furthermore, the target steering information includes the target steering direction; the determining module is specifically used to determine the target steering direction as the first direction when the first pressure value uploaded by the first target sensor is greater than the first preset pressure threshold; or, to determine the target steering direction as the second direction when the second pressure value uploaded by the second target sensor is less than the second preset pressure threshold; wherein, the first preset pressure threshold is greater than or equal to zero; the second preset pressure threshold is less than or equal to zero; the first preset pressure threshold is the upper limit of the zero-point drift of the first target sensor; the second preset pressure threshold is the negative of the upper limit of the zero-point drift of the second target sensor; the first direction and the second direction are two opposite directions.

[0021] Furthermore, the target steering information includes the target steering angle; the determination module is specifically used to determine the target steering angle based on the pressure value and a preset mapping relationship dataset; wherein, the mapping relationship in the preset mapping relationship dataset represents the correspondence between the pressure value and the steering angle.

[0022] Furthermore, the process for determining the fault of the uplink controller includes: upon receiving fault reporting information from the uplink controller, determining that the uplink controller is faulty.

[0023] Furthermore, the process for determining the fault of the upshift controller includes: if no steering information is received from the upshift controller for a continuously preset time, the upshift controller is determined to be faulty.

[0024] Furthermore, the vehicle's steering control device also includes a correction module; the correction module is used to correct the target steering angle to the maximum permissible steering angle when the target steering angle is greater than or equal to the vehicle's maximum permissible steering angle.

[0025] Furthermore, the vehicle's steering control device also includes an adjustment module; the adjustment module is used to adjust the preset mapping relationship dataset based on the deviation between the vehicle's actual steering angle and the target steering angle.

[0026] Thirdly, this application provides a vehicle that includes: the steering control device of the vehicle described in the second aspect.

[0027] Fourthly, this application provides an electronic device comprising: a processor and a memory; the memory storing processor-executable instructions. When the processor is configured to execute the instructions, the electronic device implements the method described in the first aspect.

[0028] Fifthly, this application provides a computer-readable storage medium storing computer program instructions that, when executed by a processor, implement the method described in the first aspect.

[0029] In a sixth aspect, this application provides a computer program product comprising computer program instructions that, when executed by a processor, implement the method described in the first aspect.

[0030] It should be noted that the technical effects of any of the implementation methods in aspects two through six can be found in the technical effects of the corresponding implementation methods in aspect one, and will not be repeated here.

[0031] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0032] Figure 1 A block diagram of a vehicle steering control system provided by the present invention; Figure 2 A block diagram of a controller provided by the present invention; Figure 3 A flowchart of a vehicle steering control method provided by the present invention; Figure 4 A flowchart of yet another vehicle steering control method provided by the present invention; Figure 5 A schematic diagram of a vehicle steering control device provided by the present invention; Figure 6 This is a structural diagram of an electronic device provided by the present invention. Detailed Implementation

[0033] The embodiments of the present invention will be described below with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be understood that the preferred embodiments are only for illustrating the present invention and not for limiting the scope of protection of the present invention.

[0034] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of the present invention. Therefore, the drawings only show the components related to the present invention 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.

[0035] In some embodiments, the vehicle steering control method provided in this application can be applied to a vehicle steering control system, such as... Figure 1As shown, the vehicle's steering control system includes a steering lever 101, a target sensor 102, and a controller 103. The controller 103 is communicatively connected to both the steering lever 101 and the target sensor 102.

[0036] As a feasible implementation method, the turn signal lever 101 is the original turn signal lever in the vehicle. The turn signal lever can be moved upward (corresponding to the traditional left turn signal triggering direction) or downward (corresponding to the traditional right turn signal triggering direction) around its rotation axis. The end of the turn signal lever 101 integrates a wiring harness interface for signal transmission, which can be electrically connected to the controller 103.

[0037] As one feasible implementation, the target sensor 102 is used to acquire the pressure value applied to the steering lever 101. The signal output terminal of the target sensor 102 is connected to the signal acquisition interface of the controller 103 through the internal wiring harness of the steering lever 101.

[0038] In an exemplary embodiment, the target sensor 102 includes a first target sensor and a second target sensor arranged in the two steering directions of the vehicle's steering lever, respectively.

[0039] For example, the first target sensor is fixedly installed on the upper side of the end of the steering stalk (i.e., the surface that can be squeezed when the driver presses the stalk upward); the second target sensor is fixedly installed on the lower side of the end of the steering stalk (i.e., the surface that can be squeezed when the driver presses the stalk downward).

[0040] It should be understood that the target sensor 102 can be a pressure sensor.

[0041] Among them, such as Figure 2 As shown, the controller 103 includes a steering lever controller, an up-turn controller, and a down-turn controller. The down-turn controller is communicatively connected to both the steering lever controller and the up-turn controller.

[0042] For example, the steering lever controller is an independent microcontroller, which includes: a signal acquisition unit, a lever direction determination unit, and a CAN transmission unit; the signal acquisition unit is electrically connected to the target sensor 102, and is used to acquire the analog signals of the pressure values ​​of the two target sensors in real time, and convert the analog signals into digital signals; the lever direction determination unit acquires the on / off signals of the original limit switch of the steering lever to determine the direction of the steering lever, and thus determines the target steering direction based on the direction of the lever, and defines the pressure value based on the target steering direction (defining a negative value for left turn and a positive value for right turn); the CAN transmission unit establishes a communication connection with the lower control controller through the CAN communication module, and is used to package the target steering direction and pressure value digital signals of the steering lever 101 into a CAN message and send it to the lower control controller.

[0043] The target steering direction can be reflected by the positive or negative value of the pressure. The steering lever controller defines the first pressure value collected by the first target sensor as positive and the second pressure value collected by the second target sensor as negative.

[0044] The up-turn controller is used to collect the driver's steering intentions, generate steering commands, and transmit fault information to the down-turn controller.

[0045] The down-turn controller is used to acquire the vehicle's target steering information and control the vehicle's steering based on the target steering information in the event of a failure of the up-turn controller.

[0046] The downlink controller includes: a failure detection module, an instruction generation module, an emergency execution module, and an actuator.

[0047] The failure detection module is integrated into the downshift controller and is used to monitor the working status of the upshift controller and the steering lever controller in real time. The failure detection module receives failure information sent by the upshift controller and related signals sent by the steering lever controller through the CAN communication module. If the upshift controller signal is not received, or if a "fault signal" is received from the upshift controller, it is determined that the "upshift controller is faulty". At the same time, when the status signal of the steering lever controller is detected to be normal, the emergency steering control mode is triggered. The "emergency steering mode activated" prompt signal is sent to the vehicle instrument panel through the CAN communication module to remind the driver that the current emergency steering state is in effect.

[0048] The instruction generation module is integrated into the downshift controller. When the failure detection module triggers the emergency steering control mode, the instruction generation module receives the CAN message sent by the steering lever controller through the CAN communication module, parses out the "target steering direction" and "pressure value", and converts the pressure value into the corresponding wheel target steering angle according to the preset "preset mapping relationship dataset of pressure-target steering angle". If no message is received from the steering lever controller, the instruction generation module triggers the fault backup mechanism and outputs a "0° steering angle" signal by default to avoid malfunction.

[0049] The emergency execution module is integrated inside the downshift controller. The emergency execution module receives the "target steering direction" and "target steering angle" sent by the instruction generation module, generates the corresponding drive signal, and drives the steering actuator to move.

[0050] Actuator: Performs mechanical actions based on the received drive signals to achieve wheel steering.

[0051] It should be noted that the system architecture described in the embodiments of this application is for the purpose of more clearly illustrating the technical solutions of the embodiments of this application, and does not constitute a limitation on the technical solutions provided in the embodiments of this application. As those skilled in the art will know, with the evolution of system architecture, the technical solutions provided in the embodiments of this application are also applicable to similar technical problems.

[0052] The vehicle steering control method described in this application can be applied to the downshift controller in a vehicle's steering control system, such as... Figure 3 As shown, the vehicle steering control method includes the following steps: S301. In the event of a malfunction in the vehicle's upswing controller, acquire the pressure value uploaded by the target sensor.

[0053] Among them, the pressure value can directly reflect the user's turning intention.

[0054] Specifically, after the driver moves the steering lever, the target sensor can detect the corresponding pressure signal.

[0055] As a feasible implementation method, this can be accomplished by monitoring its operating status signals, communication link connectivity, or functional self-test results. For example, the downstream controller can comprehensively determine whether the upstream controller has failed based on its own operating status (HWAFailStatus) sent by the upstream controller and the communication handshake status with the upstream controller.

[0056] The operating status of the uplink controller can be: normal (HWAFailStatus=0) or fault (HWAFailStatus=1).

[0057] For example, the logic for determining an uplink controller failure can be: HWANotAvailable = (HWAFailStatus = 1 or HWA timeout). Once the uplink controller is determined to be faulty, this result (HWANotAvailable) will be sent to the instrument to trigger an alarm.

[0058] HWAFailStatus=1 indicates that a fault report from the uplink controller has been received; HWAtimeout indicates that no turning information has been received from the uplink controller for a preset duration.

[0059] As a feasible implementation, if a fault is confirmed in the up-turn controller, the original control path will be interrupted, meaning the user can no longer send steering intentions to the down-turn controller via the up-turn controller. In this case, a backup plan must be activated to maintain steering functionality. The core of the backup plan is to directly utilize the pressure value collected by the target sensor to replace the steering command originally output by the up-turn controller, process it, and then transmit it to the down-turn controller to fulfill the user's steering needs.

[0060] It should be understood that when the up-steering controller is operating normally, it can collect the torque information applied by the driver to the steering wheel in real time, convert this torque into a target steering command and send it to the down-steering controller, while simultaneously uploading its own operating status. The down-steering controller then uses the received target steering command to achieve precise control of the vehicle's steering actions. Therefore, when the up-steering controller malfunctions, in order to ensure that the vehicle's steering function is not interrupted and to meet normal driving needs, it is necessary to estimate and obtain the target steering information required by the vehicle through pressure values, forming a complete fault emergency control closed loop.

[0061] S302. Based on the pressure value, determine the vehicle's target steering information.

[0062] The target steering information includes the target steering direction and the target steering angle.

[0063] The target steering direction is used to indicate the direction in which the vehicle needs to perform a steering action, such as turning left or right.

[0064] The target steering angle indicates the specific angle by which the steering wheels need to turn when the vehicle is turning, and directly determines the magnitude of the steering action.

[0065] As a feasible approach, the target steering information of the vehicle is determined based on the positive or negative attribute and absolute value of the pressure value.

[0066] For example, the positive or negative attribute of the pressure value directly corresponds to the target steering direction. For instance, by defining a calibration, a positive pressure value collected by the first target sensor (steering lever up, +N) corresponds to the vehicle's steering wheels turning in the first direction (right turn), and a negative pressure value collected by the second target sensor (steering lever down, -N) corresponds to the vehicle's steering wheels turning in the second direction (left turn). This distinction between positive and negative values ​​intuitively reflects the user's directional intention when moving the steering lever, ensuring the uniqueness of the directional judgment. It should be understood that the first direction and the second direction are two opposite directions.

[0067] The absolute value of the pressure (Fx_DriverSteer) corresponds to the magnitude of the target steering angle. For example, by pre-calibrating and determining a preset mapping relationship dataset between pressure and target steering angle, the quantitative conversion between pressure and angle can be achieved.

[0068] The preset relational dataset is determined through multiple experiments and optimizations based on vehicle steering characteristics and user operating habits, ensuring the matching and safety of pressure and angle changes.

[0069] S303: Control the vehicle's steering based on target steering information.

[0070] As a feasible implementation method, a PWM drive signal for the steering drive motor is generated based on the target steering direction and target steering angle; the PWM drive signal is output to the steering drive motor, and by controlling the rotation direction and rotation angle of the steering drive motor, the vehicle steering wheels are driven to deflect to the target steering angle, and finally the steering action that conforms to the user's intention is completed.

[0071] The PWM drive signal must include a current direction parameter that matches the steering direction, and a pulse width modulation parameter that corresponds to the steering angle.

[0072] By setting target sensors in the two steering directions of the steering lever, when the vehicle's steering controller suddenly malfunctions and cannot properly collect steering wheel torque and generate steering commands, the target sensors in both directions can directly capture the pressure value of the driver's lever movement. Without relying on the intermediate conversion link of the steering controller, the target steering information can be analyzed and the vehicle steering can be controlled through the target steering information, ensuring that the steering function is not interrupted, avoiding steering failure due to steering controller failure, and significantly improving the vehicle's steering safety under special operating conditions.

[0073] In some embodiments, when a fault message from the uplink controller is received or no message from the uplink controller is received, it can be determined that the uplink controller is faulty.

[0074] As a feasible approach, upon receiving a fault report from the uplink controller, the uplink controller is identified as faulty.

[0075] Among them, the fault reporting information is a status signal actively sent by the turn controller after it detects an abnormality. It is specifically used to indicate that the turn controller's operating function has failed and it is unable to properly collect and transmit steering commands.

[0076] For example, if the upturn controller is determined to be faulty (i.e., HWAFailStatus=1), the corresponding target steering direction and target steering angle are determined based on the pressure value and the preset mapping relationship dataset. If the upturn controller is operating normally (i.e., HWAFailStatus=0), the target steering information is obtained directly through the upturn controller.

[0077] It should be understood that the operating status (HWAFailStatus) of the steering controller is a direct feedback generated through its internal self-testing (such as hardware status monitoring, functional logic verification, etc.), which can accurately reflect whether it has the ability to work normally. When this status parameter is marked as faulty (HWAFailStatus=1), it means that it can no longer reliably collect steering wheel torque or generate valid steering commands. Therefore, fault reporting information can be directly used as the core condition for fault determination.

[0078] By reporting fault information from the upshift controller, faults in the upshift controller can be identified directly and quickly, minimizing fault identification time, reducing steering interruption time caused by faults, and ensuring the continuity of vehicle steering function and driving safety.

[0079] As another feasible approach, if no steering information is received from the upshift controller for a preset duration, the upshift controller is determined to be faulty.

[0080] The preset duration is used to represent the longest communication interval when the up-turn controller and the down-turn controller are communicating normally.

[0081] Steering information is used to represent the core data periodically sent by the up-turn controller when it is working normally. It includes the target steering information after the steering wheel torque conversion (such as steering direction and angle parameters) and its own operating status. It is the basic input for the down-turn controller to perform steering control.

[0082] For example, a timer is built into the down-turn controller. When the up-turn controller is communicating normally, the timer is reset every time a new turning information is received. If the timer accumulates to a preset threshold (e.g., 100ms) and no new turning information is received, the fault judgment logic is automatically triggered, the up-turn controller is marked as faulty, and the system switches to the standby mode of pressure value control.

[0083] It should be understood that the communication between the upshift controller and the downshift controller is periodic and real-time. Under normal operating conditions, steering information is continuously transmitted at fixed intervals to ensure the continuity of steering control. Once communication is interrupted or the upshift controller itself stops working, the transmission of steering information will be interrupted, and the preset duration is a fault tolerance boundary set based on the normal communication cycle. If no information is transmitted after this duration, it can be inferred that the upshift controller has lost its ability to send data normally (possibly due to hardware failure, communication link interruption, etc.).

[0084] By using a judgment condition that no steering information is received from the steering controller for a continuously preset time, the system can fully cover the fault scenarios of the steering controller, thereby improving the comprehensiveness and reliability of steering control system fault detection.

[0085] In some embodiments, if a fault is determined in the upswing controller, two target sensors can be associated with two target steering directions respectively, thereby determining the target steering direction by pressure value.

[0086] As a feasible implementation method, if the first pressure value uploaded by the first target sensor is greater than the first preset pressure threshold, the target turning direction is determined as the first direction.

[0087] Wherein, the first preset pressure threshold is greater than or equal to zero; the first preset pressure threshold is the upper limit of the zero-point drift of the first target sensor.

[0088] For example, assuming the upper limit of zero drift of the first target sensor is calibrated to 0.5N (i.e., the first preset pressure threshold = 0.5N), when the detected first pressure value is 1.2N (greater than 0.5N), it is determined that the pressure value is valid for the user to push the steering lever upward, and the target steering direction is determined to be the first direction (such as turning right); if the first pressure value is 0.3N (less than 0.5N), it is determined to be zero drift interference, and the steering direction determination is not triggered.

[0089] It should be understood that the target sensor may experience zero-point drift (i.e., minor pressure false alarms) due to its inherent characteristics when there is no user operation. The first preset pressure threshold (the upper limit of zero-point drift) is a boundary value set based on the maximum drift range of the target sensor. When the pressure value exceeds the first preset pressure threshold, it indicates that the pressure signal strength has exceeded the maximum possible drift range, which can be determined as a valid intention generated by the user's active operation. This ensures the accuracy of steering direction judgment and avoids false triggering due to sensor errors.

[0090] As another feasible implementation method, if the second pressure value uploaded by the second target sensor is less than the second preset pressure threshold, the target turning direction is determined to be the second direction.

[0091] The first preset pressure threshold is less than or equal to zero, and the second preset pressure threshold is a negative number of the upper limit of the zero-point drift of the second target sensor.

[0092] For example, assuming the upper limit of zero-point drift of the second target sensor is calibrated to 0.5N (i.e., the maximum positive interference that its zero-point drift may generate is 0.5N), then the second preset pressure threshold is set to -0.5N (i.e., the negative of the upper limit of zero-point drift). When the detected second pressure value is -1.3N (less than -0.5N), it is determined that the pressure value indicates that the user has effectively moved the steering lever downwards, and the target steering direction is determined to be the second direction (such as a left turn); if the second pressure value is -0.2N (≥ -0.5N), it is determined to be zero-point drift interference, and the steering direction determination is not triggered.

[0093] It should be understood that the zero-point drift of the second target sensor may generate a small positive pressure (manifested as a negative or positive value close to zero), while the second preset pressure threshold (a negative number of the upper limit of zero-point drift) defines the maximum range of influence of the drift. When the pressure value is less than the second preset pressure threshold, it indicates that the pressure signal has exceeded the possible range of drift, and can be clearly determined as a valid intention of user active operation, thereby accurately capturing steering direction commands while eliminating the sensor's own errors.

[0094] By utilizing the pressure values ​​collected by the first and second target sensors respectively, the target's turning direction can be more accurately distinguished. At the same time, by deeply binding the preset threshold with the zero-point drift characteristics of the target sensor, invalid interference signals can be further filtered out, providing double assurance for the accuracy of the turning direction judgment.

[0095] In some embodiments, the target steering angle can be determined by the correspondence between the calibrated pressure value and the target steering angle.

[0096] As a feasible implementation method, the process of determining the target steering angle includes: determining the target steering angle based on the pressure value and a preset mapping relationship dataset.

[0097] The mapping relationship in the preset mapping relationship dataset represents the correspondence between pressure value and steering angle.

[0098] As a feasible approach, a fixed preset conversion coefficient (k) is determined through experimental calibration. The preset conversion coefficient represents the change in steering angle corresponding to a unit pressure value. Subsequently, after obtaining the pressure value, the target steering angle can be quickly calculated by multiplying the pressure value by the preset conversion coefficient. At the same time, the steering direction is determined by combining the positive and negative attributes of the pressure value, thus forming complete steering control parameters.

[0099] For example, a pre-defined mapping dataset can satisfy the following correspondence: ; in, Used to represent the target steering angle; Fx_DriverSteer is used to represent the pressure value; k is used to represent the preset conversion coefficient.

[0100] For example, assuming the preset conversion coefficient is k=4° / N, if the analytical pressure value P1=-5N, then the required steering angle value is... =4 × -5 = -20° (the negative sign corresponds to the left turn direction, meaning the wheels need to turn 20° to the left); if the analytical pressure value P2 = 6N, then =4×6=24° (The plus sign corresponds to the right turn direction, meaning the wheels need to turn 24° to the right). A pre-defined mapping dataset (such as a linear formula or a calibrated corresponding table) predefines the quantitative relationship between pressure values ​​and target steering angles. This eliminates the need for complex real-time calculations; simply matching the pressure value directly yields the corresponding angle reference, significantly reducing the time required to determine the target steering angle. Therefore, by using a pre-defined mapping dataset and pressure values, the target steering angle can be determined more quickly and accurately.

[0101] In some embodiments, the target steering angle of the vehicle cannot change abruptly. Therefore, after determining the target steering angle, it is necessary to set the maximum permissible steering angle of the vehicle to judge the target steering angle and determine whether it can be steered normally.

[0102] As a feasible approach, if the target steering angle is greater than or equal to the vehicle's maximum permissible steering angle, the target steering angle is corrected to the maximum permissible steering angle.

[0103] The maximum permissible steering angle indicates the maximum deflection of the steering wheels, preventing loss of vehicle control due to oversteering. The maximum permissible steering angle is a preset limit angle value based on the vehicle's chassis structure, steering system performance, and driving safety.

[0104] In the exemplary embodiment, to avoid the risk of vehicle loss of control due to excessive steering angle, the maximum permissible steering angle for the vehicle's steering angle requirement is preset to ±30° (positive sign corresponds to the right turn limit, negative sign corresponds to the left turn limit). Combining the previously established linear mapping relationship between pressure value and steering angle (preset conversion coefficient k=4° / N), the maximum absolute value of the pressure value can be calculated to be 7.5N (30°÷4° / N=7.5N). Therefore, when the absolute value of the pressure value |Fx_DriverSteer|≥7.5N is detected, regardless of the actual calculated steering angle, the target steering angle will be fixed at ±30° (+30° for positive pressure value, -30° for negative pressure value), ensuring that the steering action is always within a safe and controllable limit range.

[0105] By setting a rigid safety boundary for vehicle steering at the maximum permissible steering angle, the risk of oversteering can be effectively avoided. When the target steering angle is greater than or equal to the vehicle's maximum permissible steering angle, the target steering angle is forcibly corrected to prevent it from exceeding the safety range. This can prevent the target steering angle from exceeding the limit due to excessive user operation (such as applying too much pressure) or abnormal target sensors, thus preventing dangerous situations such as vehicle skidding and loss of control.

[0106] In some embodiments, when controlling the vehicle by a target steering direction and a target steering angle, the deviation between the actual steering angle and the target steering angle is monitored in real time to correct the mapping dataset and improve the accuracy of vehicle steering control.

[0107] As a feasible approach, a preset mapping dataset is adjusted based on the deviation between the vehicle's actual steering angle and the target steering angle.

[0108] In an exemplary embodiment, the actual steering angle of the steering wheel is collected in real time by an angle sensor (such as a Hall sensor) at the vehicle's steering wheel as feedback data; the collected actual steering angle is compared with the current target steering angle, and the deviation between the two is calculated; a steering accuracy error threshold (such as ±1°) is set; if the calculated deviation is greater than or equal to the steering accuracy error threshold (such as the deviation reaching -1.5°), the adjustment logic of the preset mapping relationship dataset is triggered; if the deviation is less than the steering accuracy error threshold, no adjustment is made.

[0109] For example, adjusting the preset mapping relationship dataset can be achieved by using a linear mapping relationship ( Taking k×Fx_DriverSteer as an example, when the deviation is negative (the actual steering angle is less than the target steering angle), the preset conversion coefficient k is appropriately increased (e.g., adjusted from 4° / N to 4.1° / N) to ensure that the target steering angle calculated under the same pressure value is larger, thus narrowing the gap between the actual steering angle and the target steering angle; when the deviation is positive (the actual steering angle is greater than the target steering angle), the preset conversion coefficient k is appropriately decreased until the angle deviation stabilizes within ±1°, thus completing the closed-loop control.

[0110] By continuously correcting the preset mapping relationship dataset by the deviation between the vehicle's actual steering angle and the target steering angle, control errors caused by factors such as vehicle wear, temperature changes, and sensor aging can be compensated in real time, ensuring that the correspondence between pressure value and steering angle always remains consistent with the actual state of the vehicle, thereby improving the accuracy of vehicle steering control.

[0111] In some embodiments, such as Figure 4 As shown, the vehicle steering control method can be implemented in the following steps: S401, Vehicle starts.

[0112] S402, The user inputs the steering intention via the steering lever.

[0113] S403. Obtain the pressure values ​​on both sides of the steering lever and jump to step S406.

[0114] S404: The user inputs steering intention via the steering wheel. Executed in parallel with S402.

[0115] S405, the up-turn controller generates steering information based on the steering wheel torque and sends the steering information to the up-turn controller.

[0116] S406. The downstream controller determines whether the upstream controller is faulty. If not, proceed to step S407; if yes, proceed to steps S410 and S408.

[0117] S407. The down-turn controller controls the vehicle's steering based on the steering information sent by the up-turn controller, and then proceeds to step S409.

[0118] S408, the downshift controller controls the vehicle steering based on the target steering information determined by the pressure value.

[0119] S409, The vehicle completes the turn.

[0120] S410: Issue a fault warning for the up-turn controller and proceed to step S402.

[0121] The foregoing mainly describes the solutions provided by the embodiments of this application from a methodological perspective. To achieve the above functions, the vehicle steering control device includes hardware structures and / or software modules corresponding to the execution of each function. Those skilled in the art should readily recognize that, in conjunction with the units and algorithm steps of the various examples described in the embodiments disclosed herein, this application can be implemented in hardware or a combination of hardware and computer software. Whether a function is executed in hardware or by computer software driving hardware depends on the specific application and design constraints of the technical solution. Experts may 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.

[0122] like Figure 5 As shown, the vehicle steering control device 500 includes: an acquisition module 501, a determination module 502, and a control module 503; the acquisition module 501 is used to acquire the pressure value uploaded by the target sensor in the event of a malfunction in the vehicle's steering controller; wherein, the target sensor includes: a first target sensor and a second target sensor arranged in the two steering directions of the vehicle's steering lever respectively; the determination module 502 is used to determine the vehicle's target steering information based on the pressure value; the control module 503 is used to control the vehicle's steering based on the target steering information.

[0123] Furthermore, the target steering information includes the target steering direction; the determining module 502 is specifically used to determine the target steering direction as the first direction when the first pressure value uploaded by the first target sensor is greater than the first preset pressure threshold; or, to determine the target steering direction as the second direction when the second pressure value uploaded by the second target sensor is less than the second preset pressure threshold; wherein, the first preset pressure threshold is greater than or equal to zero; the second preset pressure threshold is less than or equal to zero; the first preset pressure threshold is the upper limit of the zero-point drift of the first target sensor; the second preset pressure threshold is the negative of the upper limit of the zero-point drift of the second target sensor; the first direction and the second direction are two opposite directions.

[0124] Furthermore, the target steering information includes the target steering angle; the determination module 502 is specifically used to determine the target steering angle based on the pressure value and a preset mapping relationship dataset; wherein, the mapping relationship in the preset mapping relationship dataset represents the correspondence between the pressure value and the steering angle.

[0125] Furthermore, the process for determining the fault of the uplink controller includes: upon receiving fault reporting information from the uplink controller, determining that the uplink controller is faulty.

[0126] Furthermore, the process for determining the fault of the upshift controller includes: if no steering information is received from the upshift controller for a continuously preset time, the upshift controller is determined to be faulty.

[0127] Furthermore, the vehicle steering control device 500 also includes a correction module 504; the correction module 504 is used to correct the target steering angle to the maximum permissible steering angle when the target steering angle is greater than or equal to the vehicle's maximum permissible steering angle.

[0128] Furthermore, the vehicle steering control device 500 also includes an adjustment module 505; the adjustment module 505 is used to adjust the preset mapping relationship dataset based on the deviation between the actual steering angle of the vehicle and the target steering angle.

[0129] like Figure 6 As shown, the electronic device 600 includes, but is not limited to, a processor 601 and a memory 602.

[0130] The aforementioned memory 602 is used to store the executable instructions of the aforementioned processor 601. It is understood that the aforementioned processor 601 is configured to execute instructions to implement the vehicle steering control method in the above embodiments.

[0131] It should be noted that those skilled in the art will understand that Figure 6 The electronic device structure shown does not constitute a limitation on electronic device 600, which may include more than Figure 6This may indicate more or fewer components, or combinations of certain components, or different component arrangements.

[0132] Processor 601 is the control center of electronic device 600. It connects various parts of the electronic device via various interfaces and lines. By running or executing software programs and / or modules stored in memory 602, and by calling data stored in memory 602, it performs various functions and processes data of electronic device 600, thereby providing overall monitoring of electronic device 600. Processor 601 may include one or more processing units. Optionally, processor 601 may integrate an application processor and a modem processor. The application processor mainly handles the operating system, user interface, and applications, while the modem processor mainly handles wireless communication. It is understood that the modem processor may not be integrated into processor 601.

[0133] The memory 602 can be used to store software programs and various data. The memory 602 may primarily include a program storage area and a data storage area. The program storage area may store the operating system, application programs required by at least one functional module (such as a determination unit, processing unit, etc.), etc. Furthermore, the memory 602 may include high-speed random access memory, and may also include non-volatile memory, such as at least one disk storage device, flash memory device, or other volatile solid-state storage device.

[0134] In an exemplary embodiment, a computer-readable storage medium including instructions is also provided, such as a memory 602 including instructions, which can be executed by a processor 601 of an electronic device 600 to implement the vehicle steering control method in the above embodiments.

[0135] In actual implementation, Figure 5 The functions of the acquisition module 501, determination module 502, control module 503, correction module 504, and adjustment module 505 can all be provided by... Figure 6 The processor 601 calls the computer program stored in the memory 602 to implement the process. The specific execution process can be found in the description of the method section in the previous embodiment, and will not be repeated here.

[0136] Optionally, the computer-readable storage medium may be a non-transitory computer-readable storage medium, such as a read-only memory (ROM), random access memory (RAM), CD-ROM, magnetic tape, floppy disk, and optical data storage device.

[0137] In an exemplary embodiment, this application also provides a computer program product including one or more instructions, which can be executed by the processor 601 of the electronic device 600 to complete the vehicle steering control method in the above embodiments.

[0138] It should be noted that when one or more instructions in the computer-readable storage medium or computer program product are executed by the processor of an electronic device, they implement the various processes of the above method embodiments and achieve the same technical effect as the above method. To avoid repetition, they will not be described again here.

[0139] Through the above description of the embodiments, those skilled in the art can clearly understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0140] In the several embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only 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 apparatus, or some features may be ignored or not executed. Furthermore, the mutual coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0141] The units described as separate components may or may not be physically separate. A component shown as a unit can be one or more physical units; that is, it can be located in one place or distributed in multiple different locations. Some or all of the classified units can be selected to achieve the purpose of this embodiment, depending on actual needs.

[0142] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0143] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a readable storage medium. Based on this understanding, the technical solution of the embodiments of this application, essentially, or the part that contributes to the prior art, or a complete or partial classification of the technical solution, can be embodied in the form of a software product. This software product is stored in a storage medium and includes several instructions to cause a device (which may be a microcontroller, chip, etc.) or processor to execute all or part of the steps of the methods of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, ROM, RAM, magnetic disks, or optical disks.

[0144] The above embodiments are merely preferred embodiments provided to fully illustrate the present invention, and the scope of protection of the present invention is not limited thereto. Equivalent substitutions or modifications made by those skilled in the art based on the present invention are all within the scope of protection of the present invention.

Claims

1. A vehicle steering control method, characterized in that, The vehicle steering control method includes: In the event of a malfunction in the vehicle's steering controller, the pressure value uploaded by the target sensor is acquired; wherein, the target sensor includes: a first target sensor and a second target sensor respectively arranged in the two steering directions of the vehicle's steering lever; Based on the pressure value, the target steering information of the vehicle is determined; the target steering information includes a target steering angle; the target steering angle is determined based on the pressure value and a preset mapping relationship dataset; the mapping relationship in the preset mapping relationship dataset represents the correspondence between the pressure value and the steering angle; Based on the target steering information, the vehicle steering is controlled.

2. The steering control method according to claim 1, characterized in that, The target steering information includes the target steering direction; determining the target steering information of the vehicle based on the pressure value includes: If the first pressure value uploaded by the first target sensor is greater than the first preset pressure threshold, the target turning direction is determined to be the first direction. or, If the second pressure value uploaded by the second target sensor is less than the second preset pressure threshold, the target turning direction is determined to be the second direction. Wherein, the first preset pressure threshold is greater than or equal to zero; the second preset pressure threshold is less than or equal to zero; the first preset pressure threshold is the upper limit of the zero-point drift of the first target sensor; the second preset pressure threshold is the negative of the upper limit of the zero-point drift of the second target sensor; the first direction and the second direction are two opposite directions.

3. The steering control method according to claim 1 or 2, characterized in that, The process for determining the fault of the uplink controller includes: Upon receiving a fault report from the uplink controller, the uplink controller is determined to be faulty.

4. The steering control method according to claim 1 or 2, characterized in that, The process for determining the fault of the uplink controller includes: If no steering information is received from the upshift controller for a continuously preset period of time, the upshift controller is determined to be faulty.

5. The steering control method according to claim 1, characterized in that, The method further includes: If the target steering angle is greater than or equal to the vehicle's maximum permissible steering angle, the target steering angle is corrected to the maximum permissible steering angle.

6. The steering control method according to claim 1, characterized in that, The method further includes: The preset mapping relationship dataset is adjusted based on the deviation between the actual steering angle of the vehicle and the target steering angle.

7. A vehicle steering control device, characterized in that, The vehicle steering control device includes: an acquisition module, a determination module, and a control module; The acquisition module is used to acquire the pressure value uploaded by the target sensor in the event of a malfunction in the vehicle's steering controller; wherein the target sensor includes a first target sensor and a second target sensor respectively arranged in the two steering directions of the vehicle's steering lever; The determining module is used to determine the target steering information of the vehicle based on the pressure value; the target steering information includes a target steering angle; the target steering angle is determined based on the pressure value and a preset mapping relationship dataset; the mapping relationship in the preset mapping relationship dataset represents the correspondence between the pressure value and the steering angle; The control module is used to control the vehicle's steering based on the target steering information.

8. A vehicle, characterized in that, include: The vehicle steering control device as described in claim 7.

9. An electronic device, characterized in that, include: Processor and memory; The memory stores instructions that the processor can execute; When the processor is configured to execute the instructions, it causes the electronics to implement the vehicle steering control method as described in any one of claims 1-6.

Images