Steering wheel and wheel synchronous control method and vehicle

Abstract

The invention discloses a steering wheel and wheel synchronous control method and a vehicle. The actual steering angle deviation between a steering wheel and wheels is determined based on the actual steering wheel steering angle and the actual wheel steering angle; determining an actual control state of the user on the steering wheel based on the target sensor signal; in the first target process, the corresponding actual rotation angle deviation in the first target process, the driving state parameters of the target vehicle and the actual torque applied to the steering wheel by the user are updated, and the actual rotation angle deviation, the driving state parameters and the actual torque corresponding to any one of the actual rotation angle deviation, the driving state parameters and the actual torque are obtained; and determining the current target power-assisted steering of the steering wheel in the first steering direction, and controlling the steering wheel to rotate in the current front first steering direction based on the current target power-assisted steering. According to the scheme provided by the embodiment of the invention, the angle deviation is efficiently and smoothly eliminated while the driver is assisted to complete the steering operation.

Description

Technical Field

[0001] This invention relates to the field of automotive technology, and more particularly to a steering wheel and wheel synchronization control method and vehicle. Background Technology

[0002] The steer-by-wire system used in automobiles eliminates the mechanical connection between the steering wheel and the steering wheels, using electrical signals for steering control. This increases design freedom but also introduces synchronization issues between the steering wheel and wheels. When the system actively intervenes, directly causing the steering wheel to follow the wheels in real time can create an abrupt "grabbing the steering wheel" sensation, interfering with driver operation, affecting the driving experience, and posing safety hazards. Therefore, minimizing interference with the user while achieving smooth alignment between the steering wheel and wheels has become a pressing technical challenge. Summary of the Invention

[0003] This application provides a steering wheel and wheel synchronization control method and vehicle, which solves the technical problem of control conflict and safety hazards caused by forced synchronization when eliminating the steering wheel and wheel angle deviation in the prior art. It achieves the technical effect of smooth and imperceptible synchronization control based on the driver's intention, the power assist direction and the centering direction.

[0004] In a first aspect, this application provides a steering wheel-wheel synchronization control method, applied to a target vehicle equipped with a steer-by-wire system, the method comprising:

[0005] The actual steering wheel angle and the actual wheel angle of the target vehicle are obtained, and the actual steering wheel angle and the actual wheel angle are used to determine the actual angular deviation between the steering wheel and the wheel. If the actual steering angle deviation is greater than or equal to a preset threshold, the target sensor signal related to the steering wheel is acquired, and the user's actual control state of the steering wheel is determined based on the target sensor signal. In the first target process, which represents the user's intention to turn the steering wheel in the actual control state, and the first steering direction corresponding to the steering intention is the same as the second steering direction corresponding to reducing the actual angle deviation, the actual angle deviation, the driving state parameters of the target vehicle, and the actual torque applied by the user to the steering wheel are updated in the first target process. For any corresponding actual angle deviation, driving state parameters, and actual torque, the target steering assist of the steering wheel in the first steering direction is determined at the current time. Based on the current target steering assist, the steering wheel is controlled to rotate in the current first steering direction.

[0006] Secondly, this application provides a vehicle, including: Steer-by-wire system; The processor is connected to the steering-by-wire system; Memory used to store the processor's executable instructions; The processor is configured to execute a steering wheel-wheel synchronization control method as provided in the first aspect.

[0007] One or more technical solutions provided in the embodiments of this application have at least the following technical effects or advantages: This application embodiment acquires the actual steering wheel and wheel angle deviation in real time and initiates a synchronization control process when the deviation exceeds a preset threshold, ensuring that the system intervenes only when necessary, thus improving the targeting and efficiency of control. By acquiring target sensor signals on the steering wheel, the actual driving state of the driver is accurately determined, providing accurate decision-making basis for the core control logic. Especially when it is determined that the driver has a clear steering intention, and the direction of this intention is consistent with the direction required to reduce the deviation, a target steering assist that achieves both steering and wheel centering is dynamically calculated and applied. The solution provided by this application embodiment assists the driver in completing their steering operation while efficiently and smoothly eliminating angle deviation. Therefore, this application embodiment reduces the abruptness and safety hazards of "grabbing the steering wheel" caused by forced synchronization in traditional methods, achieving seamless and smooth synchronization while respecting the driver's control, significantly improving the harmony of human-machine co-driving and the overall driving experience of the steer-by-wire system. Attached Figure Description

[0008] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0009] Figure 1 A flowchart illustrating a steering wheel and wheel synchronization control method provided in an embodiment of this application; Figure 2 This is a schematic diagram of the architecture of a vehicle provided in an embodiment of this application. Detailed Implementation

[0010] This application provides a steering wheel and wheel synchronization control method and vehicle, which solves the technical problem of control conflict and safety hazards caused by forced synchronization when eliminating the steering wheel and wheel angle deviation in the prior art.

[0011] The technical solution of this application embodiment is to solve the above-mentioned technical problems, and the general idea is as follows: This application embodiment acquires the actual steering wheel and wheel angle deviation in real time and initiates a synchronization control process when the deviation exceeds a preset threshold, ensuring that the system intervenes only when necessary, thus improving the targeting and efficiency of control. By acquiring target sensor signals on the steering wheel, the actual driving state of the driver is accurately determined, providing accurate decision-making basis for the core control logic. Especially when it is determined that the driver has a clear steering intention, and the direction of this intention is consistent with the direction required to reduce the deviation, a target steering assist that achieves both steering and wheel centering is dynamically calculated and applied. The solution provided by this application embodiment assists the driver in completing their steering operation while efficiently and smoothly eliminating angle deviation. Therefore, this application embodiment reduces the abruptness and safety hazards of "grabbing the steering wheel" caused by forced synchronization in traditional methods, achieving seamless and smooth synchronization while respecting the driver's control, significantly improving the harmony of human-machine co-driving and the overall driving experience of the steer-by-wire system.

[0012] To better understand the above technical solutions, the following will provide a detailed explanation of the technical solutions in conjunction with the accompanying drawings and specific implementation methods.

[0013] First, it should be clarified that the term "and / or" in this article is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, the character " / " in this article generally indicates that the preceding and following related objects have an "or" relationship.

[0014] This application provides a steering wheel-wheel synchronization control method, applied to a target vehicle equipped with a steer-by-wire system. The method includes steps S11-S13, which can be found in detail below. Figure 1 As shown.

[0015] Step S11: Obtain the actual steering wheel angle and the actual wheel angle of the target vehicle, and determine the actual angle deviation between the steering wheel and the wheel based on the actual steering wheel angle and the actual wheel angle. Step S12: If the actual steering angle deviation is greater than or equal to a preset threshold, acquire the target sensor signal related to the steering wheel, and determine the user's actual control state of the steering wheel based on the target sensor signal. Step S13: In the first target process where the actual control state characterizes the user's steering intention on the steering wheel, and the first steering direction corresponding to the steering intention is the same as the second steering direction corresponding to reducing the actual steering angle deviation, the actual steering angle deviation, the driving state parameters of the target vehicle, and the actual torque applied by the user to the steering wheel are updated in the first target process. For any corresponding actual steering angle deviation, driving state parameters, and actual torque, the target steering assist of the steering wheel in the first steering direction is determined at the current time. Based on the current target steering assist, the steering wheel is controlled to rotate in the current first steering direction.

[0016] The steering wheel and wheel synchronization control method provided in this application is applicable to target vehicles equipped with a steer-by-wire system. Specifically, it can be executed by the relevant processor of the target vehicle, and this application does not limit this.

[0017] Regarding step S11, the actual steering wheel angle and the actual wheel angle of the target vehicle are obtained, and the actual steering angle deviation between the steering wheel and the wheel is determined based on the actual steering wheel angle and the actual wheel angle.

[0018] In step S11, "wheel" refers to the steerable wheels on the target vehicle, typically the front wheels. The actual steering wheel angle is generally provided by a steering wheel angle sensor, while the actual wheel angle is provided by a wheel angle sensor or a similar steering angle sensor. To improve data consistency, the acquisition frequencies of the actual steering wheel angle and the actual wheel angle should be as similar as possible and processed synchronously to reduce errors caused by time deviations.

[0019] It is important to emphasize that step S11 is continuously repeated throughout the entire control process, and data acquisition and updates for this step are performed simultaneously even in subsequent steps such as driver intent determination or power assist calculation. Therefore, the actual steering wheel angle, actual wheel angle, and the calculated actual angle deviation can be updated in real time at a preset frequency, providing a timely and accurate data foundation for subsequent control decisions.

[0020] For each actual corner deviation obtained, it is determined whether the actual corner deviation is greater than or equal to a preset threshold. If the actual corner deviation is greater than or equal to the preset threshold, step S12 is executed. If the actual corner deviation is less than the preset threshold, all other steps except step S11 are terminated. In other words, the result of determining whether the actual corner deviation is greater than or equal to the preset threshold serves as both a preset condition for triggering step S12 and a termination condition for terminating all other steps except step S11.

[0021] Specifically, the preset threshold is usually set based on factors such as vehicle driving stability, steering system characteristics and driving comfort requirements. It is used to determine whether there is an angular deviation between the steering wheel and the wheels that requires active intervention from the system (hereinafter referred to as the system) that is equipped with the processor. For example, it can be 0.1°-1°, or 0.5°.

[0022] When the actual steering angle deviation is greater than or equal to the preset threshold, the system determines that there is a significant angle inconsistency, thereby triggering and continuing to execute step S12 (such as subsequent processes such as driver intention judgment and power assist control) to initiate or maintain synchronous adjustment of the steering wheel.

[0023] Conversely, if the actual steering angle deviation is less than the preset threshold, the system considers the steering wheel and wheels to be basically synchronized, and there is no need to continue active synchronization intervention. At this time, except for step S11 which continues to collect and calculate data, other control steps with the direct purpose of deviation adjustment will be terminated or suspended, thereby reducing unnecessary system intervention and improving the naturalness and efficiency of control.

[0024] It should be noted that step S11, as the basic data acquisition and update step, is continuously executed throughout the entire process. Therefore, even after other steps are terminated, the system will continue to monitor the corner deviation in real time. Once the deviation reaches or exceeds the preset threshold again, the control flow can be retried, thus forming a closed-loop control cycle that dynamically starts and stops based on the real-time status.

[0025] Regarding step S12, if the actual steering angle deviation is greater than or equal to a preset threshold, a target sensor signal related to the steering wheel is acquired, and the user's actual control state of the steering wheel is determined based on the target sensor signal. The user typically refers to the driver.

[0026] Steering wheels are typically equipped with torque sensors and hand contact sensors. The torque sensor detects the magnitude of the torque applied by the driver to the steering wheel, which is crucial for determining whether the driver intends to actively steer. The hand contact sensor (such as a capacitive sensor or grip force sensor) detects the contact state between the driver's hands and the steering wheel, which is the basis for distinguishing between hand-grip and hand-off states. In step S12, the target sensor signal mainly originates from these two types of sensors; that is, the target sensor signal includes the hand contact sensor signal and the torque sensor signal from the steering wheel; the hand contact sensor signal is one of the grip force sensor signal and the capacitive sensor signal.

[0027] Based on a comprehensive analysis of these signals, the system categorizes the driver's actual steering wheel control state into the following types: active control state (the driver applies a clear steering torque, i.e., the user has a steering intention), relaxed state (the driver's hands are in contact with the steering wheel but do not apply a clear intentional torque, i.e., the user holds the steering wheel but has no steering intention), and hands-off state (the driver's hands are off the steering wheel). This judgment is the fundamental basis for subsequently deciding which synchronous power assist strategy to adopt.

[0028] Specifically, the system determines whether the user is holding the steering wheel based on the hand contact sensor signal, and determines the actual torque applied by the user to the steering wheel based on the torque sensor signal. If the user is holding the steering wheel and the actual torque is greater than or equal to the preset torque, the system determines that the user's actual control state of the steering wheel is that the user intends to turn the steering wheel. If the user is holding the steering wheel and the actual torque is less than the preset torque, the system determines that the user's actual control state of the steering wheel is that the user is holding the steering wheel and does not intend to turn the steering wheel. If the user is not holding the steering wheel, the system determines that the user's actual control state of the steering wheel is that the user is in a hands-free state.

[0029] First, by analyzing signals from hand contact sensors (such as capacitive or grip force sensors), the system can reliably determine whether the driver's hands are in physical contact with the steering wheel. This is the fundamental basis for distinguishing between "hands off" and "hands on" states. Second, the signals provided by the torque sensor are used to quantify the magnitude of the driver's active steering intention. By comparing the measured actual torque with a pre-set torque threshold, it can be determined whether the driver is "actively controlling" or merely "lightly touching" the steering wheel.

[0030] Based on the combination of these two types of information, the system categorizes the driver's actual control state into three types: "The user has a steering intention" (hands are on the steering wheel and the applied torque exceeds the threshold), indicating that the driver has a clear steering need; "The user is holding the steering wheel but has no steering intention" (hands are on the steering wheel but the applied torque is below the threshold), corresponding to the scenario where the driver only lightly touches the steering wheel and has no intention of changing the driving direction; and "hands off state". This detailed distinction provides precise decision input for subsequent steps to adopt differentiated, driver-intention-centric synchronization control strategies for different scenarios. For example, the system only applies guiding restoring torque when the driver has no clear steering intention, thereby achieving the synchronization goal while respecting and protecting the driver's control to the greatest extent.

[0031] The embodiments of this application will describe the actual operation states of the steering wheel by these three types of users as follows.

[0032] Regarding the user's intention to steer using the steering wheel.

[0033] Regarding step S13, in the first target process where the actual control state characterizes the user's steering intention on the steering wheel, and the first steering direction corresponding to the steering intention is the same as the second steering direction corresponding to reducing the actual steering angle deviation, the actual steering angle deviation, the driving state parameters of the target vehicle, and the actual torque applied by the user to the steering wheel are updated in the first target process. For any corresponding actual steering angle deviation, driving state parameters, and actual torque, the target steering assist of the steering wheel in the first steering direction is determined at the current time, and the steering wheel is controlled to rotate in the current first steering direction based on the current target steering assist.

[0034] Step S13 describes a cooperative control process executed when the system recognizes a clear steering intention from the driver, and the direction of that intention coincides with the direction required by the system to eliminate the angular deviation between the steering wheel and the wheels. This process is not calculated all at once, but is continuously cyclical within a time period called the "first target process".

[0035] During this process, the system updates three key parameters in real time: the actual steering angle deviation obtained through continuous monitoring, driving status parameters reflecting the vehicle's current dynamics (such as vehicle speed, yaw rate, etc.), and the actual torque continuously applied by the driver. For each updated set of parameters, the system performs comprehensive calculations, with the core objective of determining a "target steering assist" applied to the steering wheel in the current "first steering direction".

[0036] Specifically, for any corresponding actual steering angle deviation, driving state parameters, and actual torque, the target steering assist of the steering wheel in the first steering direction is determined, including steps S131-S133.

[0037] Step S131: Determine the basic steering assist of the steering wheel in the first steering direction based on the current driving state parameters and the actual torque; Step S132: Based on the current actual steering angle deviation and the basic steering assist, determine the steering wheel assist in the first steering direction in the current assist centering position. Step S133: Determine the target steering assist in the first steering direction with respect to the steering wheel based on the auxiliary centering assist and the basic steering assist.

[0038] Regarding step S131, the system first calculates the "basic steering assist". This assist is the basic aid provided by a conventional steer-by-wire system based on the driver's intention and the vehicle's state. Driving state parameters typically include vehicle speed, yaw rate, lateral acceleration, etc., which reflect the vehicle's real-time dynamics. Based on these parameters and the actual torque applied by the driver, the system calculates the amount of basic assist required in the driver's intended direction (i.e., the first steering direction) through a preset assist characteristic curve or control mapping relationship. For example, the assist may decrease at high speeds to ensure stability, and increase at low speeds to facilitate parking.

[0039] Regarding step S132, its purpose is to calculate an "auxiliary centering assist" specifically designed to promote centering. Specifically, based on the current actual steering angle deviation and the correlation between the steering angle deviation and the gain coefficient, a target gain coefficient corresponding to the current actual steering angle deviation is determined; based on the current target gain coefficient and the basic steering assist, the auxiliary centering assist with respect to the steering wheel in the first steering direction is determined.

[0040] The magnitude of this assist is proportional to the actual steering angle deviation that needs to be eliminated. Specifically, the system queries a preset correlation (such as a mapping table or function) based on the current actual steering angle deviation to determine a target gain coefficient. Subsequently, this target gain coefficient is multiplied by the basic steering assist obtained in step S131 (or other forms of coupling calculation are performed) to obtain the auxiliary centering assist. This means that the larger the residual angle deviation, the greater the additional assist provided for this purpose, in order to guide synchronization more effectively.

[0041] Regarding step S133, this step synthesizes the results of the first two steps to obtain the final target steering assist. The target steering assist can be a superposition of basic steering assist and centering assist. Its purpose is to provide basic steering assist that matches the driving scenario and the driver's torque expectations, while adding an additional assist in the same direction that is proportional to the angle deviation. This allows the system to reduce the angle deviation between the steering wheel and the wheels more efficiently and smoothly while adapting to and enhancing the driver's steering operation.

[0042] Therefore, the target steering assist provided in this application embodiment is not a single force value. It combines the basic steering assist calculated based on the driving state and driver torque, as well as the additional auxiliary centering assist provided to efficiently and smoothly reduce angle deviation.

[0043] Based on the current target steering assist, the system controls the steering wheel to rotate in the current first steering direction. By applying this calculated target steering assist, the system essentially actively amplifies the driver's steering input, assisting them in turning the steering wheel in the intended direction. This efficiently synchronizes the steering wheel and wheels while meeting the driver's steering needs. This approach integrates the synchronization process into the driver's normal operation, improving the smoothness and consistency of the operation. To a certain extent, it can conceal the actual alignment of the steering wheel and wheels, reducing the abrupt feel caused by steering wheel-wheel alignment and enhancing the driver's driving experience.

[0044] Step S13 can continue to execute until exiting the first target process or until the actual steering angle deviation is less than a preset threshold. In other words, as long as the system is in the "first target process," i.e., continuously meeting the two core conditions of "the driver has a steering intention" and "the direction of this intention is consistent with the direction required to reduce the deviation," step S13 (including its internal parameter updates, power assist calculations, and execution) will be performed cyclically. This allows the system to continuously respond to and adjust to changing angle deviations, driver torque, and vehicle status. Termination of this process is triggered by one of two conditions: Exiting the first target process: This is caused by the driver's active behavior or a change in the system state. For example, if the driver stops applying steering torque or changes the direction of rotation, so that their intention is no longer consistent with the centering direction, the system will determine that the "first target process" has ended, thereby jumping out of the loop of step S13, and may switch to other control logic (such as control corresponding to the "laissez-faire state" or the opposite intention) depending on the new state.

[0045] The actual steering angle deviation is less than the preset threshold: This is due to the achievement of the control target. As the cooperative assist continues, the angular deviation between the steering wheel and the wheels is gradually reduced. When the system detects that the deviation has been reduced to below the preset threshold, it considers that a "basic synchronization" state has been achieved, and there is no need to continue executing this specific cooperative assist control. At this time, the control loop of step S13 will automatically terminate.

[0046] In short, the start and stop of step S13 is entirely driven by real-time status. It continues to work to intelligently assist synchronization when the conditions are met, and exits in a timely manner when the conditions disappear or the goal is achieved, ensuring precise and efficient control.

[0047] Regarding the user holding the steering wheel and having no intention to steer.

[0048] In the second target process, characterized by the actual control state representing the user holding the steering wheel and having no intention to turn the steering wheel, the actual steering angle deviation and the actual torque applied by the user to the steering wheel are updated in the second target process. If the actual torque is less than a preset torque, a corresponding first restoring torque is determined for each updated actual steering angle deviation. Based on the first restoring torque, the steering wheel is controlled to rotate along the second steering direction, so that the rotational angular velocity of the steering wheel during the rotation along the second rotation direction is less than the preset angular velocity.

[0049] During this process, the system continuously monitors two key variables: the actual steering angle deviation and the actual torque applied by the driver. The system only activates centering guidance when the driver's torque is less than a low preset threshold (indicating that the driver is indeed in a "laissez-faire" rather than "controlling" state).

[0050] For each actual steering angle deviation updated in real time, the system calculates a corresponding first restoring torque. This torque is typically designed to be proportional to the magnitude of the deviation, and its direction is always the direction required to reduce the deviation (i.e., the second steering direction). Crucially, when this torque is applied to control the steering wheel rotation, the system limits the steering wheel's angular velocity to below a low preset value.

[0051] The intention behind this design is to simulate the natural, gentle self-centering force or centering feel of the steering wheel when a vehicle is in motion, as experienced in traditional hydraulic or electric power steering systems. By applying a continuous but very gentle force, the system guides the steering wheel automatically and smoothly back to the center position (or a position synchronized with the wheels). Because the angular velocity is limited to a very low level and the torque is gentle, the entire process is almost imperceptible to the driver holding the steering wheel and will not be perceived as an abrupt "electronic intervention," thus significantly improving driving comfort and naturalness while achieving the synchronization goal.

[0052] It should be noted that after updating the actual steering angle deviation and the actual torque applied by the user to the steering wheel during the process of updating the second target, the method further includes: In the first sub-process where the actual torque is greater than or equal to the preset torque, and the third steering direction corresponding to the actual torque is the same as the second steering direction corresponding to reducing the actual angle deviation, the actual angle deviation, the driving state parameters, and the actual torque applied by the user to the steering wheel are updated in the first sub-process. For any corresponding actual angle deviation, driving state parameters, and actual torque, the first steering assist of the steering wheel in the current third steering direction is determined, and the steering wheel is controlled to rotate in the current third steering direction based on the current first steering assist.

[0053] This application provides a possible state switch and corresponding control strategy for the system when the system is in the "second target process" (i.e., the initial judgment is that the driver is holding the steering wheel but has no clear steering intention).

[0054] The trigger condition is as follows: during continuous monitoring, the system detects that the actual torque applied by the driver to the steering wheel increases from below a threshold to equal or exceed a preset torque. This signifies that the driver's state changes from "laissez-faire" to "active control." At the same time, the system determines that the driver's intended direction at this moment (the third steering direction) is consistent with the direction required to reduce the steering wheel-wheel angle deviation (the second steering direction).

[0055] Once these two conditions are met, the system immediately transitions from the "second target process" to a new control phase called the "first sub-process." In this sub-process, the system's control logic undergoes a crucial shift: it no longer calculates a simple restoring torque based solely on the angular deviation, but instead switches to a more comprehensive cooperative assist mode similar to that described in step S13.

[0056] Specifically, as in step S13, the system updates three key quantities in real time: actual steering angle deviation, driving state parameters, and actual torque. Then, based on this real-time data, it calculates the first steering assist that should be applied in the driver's current steering direction (third steering direction) and controls the steering wheel rotation accordingly.

[0057] This design embodies the system's dynamic tracking and immediate response to changes in driver intent. When the driver suddenly begins to actively steer in the centering direction just as the system is preparing to provide gentle guidance, the system immediately receives the driver's intent and confirms its alignment with the system's objective. It then switches to "assistance enhancement" mode (similar to the mode described in step S13), providing "first steering assist" that integrates basic and centering assistance to coordinate and amplify the driver's actions, making the synchronization process more efficient and responsive. This ensures that the control strategy smoothly adapts to real-time changes in the driver's operating state.

[0058] Furthermore, after updating the actual steering angle deviation and the actual torque applied by the user to the steering wheel during the process of updating the second target, the method further includes: In the second sub-process where the actual torque is greater than or equal to the preset torque, and the third steering direction corresponding to the actual torque is opposite to the second steering direction corresponding to reducing the actual steering angle deviation, the driving state parameters and the actual torque applied by the user to the steering wheel in the second sub-process are updated. For any corresponding driving state parameter and actual torque, the second steering assist of the steering wheel in the third steering direction is determined at the current time, and the steering wheel is controlled to rotate in the current third steering direction based on the current second steering assist.

[0059] This application provides another key change in driver intent that may occur during the "second target process" (driver holding the steering wheel but without a clear steering intention) and the system's response strategy.

[0060] The trigger condition is as follows: during continuous monitoring, the system detects that the actual torque applied by the driver increases to equal or exceed the preset torque, indicating that the driver has switched from a "laissez-faire" state to "active control." However, at the same time, the system determines that the driver's intended direction of this operation (the third steering direction) is completely opposite to the direction required to reduce the steering wheel-wheel angle deviation (the second steering direction). This means that the driver's explicit intention directly conflicts with the system's centering target.

[0061] Faced with this conflict, the system's handling principle is very clear: the driver's explicit control intention has the highest priority. Therefore, the system will immediately switch from the "second target process" to a new control phase, namely the "second sub-process".

[0062] In the "second sub-process," the system's control objective undergoes a fundamental shift. It temporarily abandons control aimed at reducing angular deviation (i.e., no longer calculating and applying restoring torque or centering assist), and instead focuses entirely on serving the driver's steering needs.

[0063] Specifically, the system continuously updates driving status parameters and the driver's actual torque, and calculates the second steering assist to be provided in the current driving intention direction (third steering direction) based on these two factors. This assist is essentially the regular, basic steering assist that is responsive to the driver's torque, and its purpose is to smoothly assist the driver in completing the desired steering operation.

[0064] This design fully embodies the core principles of safety first and "human-led" in human-machine co-driving. When the driver exhibits a clear intention contrary to the system's target (for example, the driver may be performing an evasive maneuver or intentionally maintaining a steering angle), the system chooses to actively yield, avoiding any assistance that may interfere with or counteract the driver's operation. This completely eliminates the safety hazards and unpleasant experience caused by the feeling of "grabbing the steering wheel," ensuring absolute compliance and safety in handling.

[0065] Regarding the off-hand state.

[0066] During the third target process where the actual control state is the hands-free state, the actual steering angle deviation corresponding to the third target process is updated, and a corresponding second restoring torque is determined for each updated actual steering angle deviation. Based on the second restoring torque, the steering wheel is controlled to rotate along the second steering direction.

[0067] This application provides an automatic centering control strategy when the system determines that the driver is in a "hands-off" state. Compared with the state where the driver has hands on the steering wheel, the control logic in this state differs significantly in terms of objectives and constraints. Its core is to autonomously and efficiently eliminate angle deviations while ensuring safety.

[0068] Once the "third target process" is entered, the system will continuously monitor the actual steering angle deviation. For each updated deviation value, the system calculates and applies a second restoring torque, which is directly used to drive the steering wheel to rotate in the direction of reducing the deviation (i.e., the second steering direction).

[0069] In the hands-free state, there is no conflict between human and machine control, and the system gains complete control of the steering wheel. Therefore, it can employ a more direct and efficient centering strategy than in the "hands-off" state, without needing to simulate an extremely gentle natural self-centering feel. The goal is to quickly restore synchronization between the steering wheel and the wheels, preparing for the driver's next takeover. Although there is no driver present to experience it, the generation and application of the "second restoring torque" still need to follow certain smoothness constraints to avoid abrupt and violent steering wheel movements. This is mainly for considerations of vehicle dynamics stability and mechanical system protection, preventing rapid self-centering actions from impacting the vehicle's driving posture or steering system components. The calculation of the "second restoring torque" may be independent of the torque model in other states. It may employ a simple control proportional to the deviation, or it may be dynamically adjusted in conjunction with driving state parameters such as vehicle speed (for example, using a smoother self-centering speed at high speeds to ensure safety), thereby achieving an optimal balance between safety and efficiency.

[0070] In short, hands-free centering control is a system-driven automated operation. While freeing the driver from the constraints of manual control, it still prioritizes vehicle safety, autonomously and reliably synchronizing the steering wheel position by calculating the appropriate restoring torque.

[0071] In the third objective process where the actual control state is the hands-free state, the method further includes: A steering wheel and wheel synchronization reminder command is generated and sent to the reminder module of the target vehicle so that the reminder module reminds the user that the target vehicle is automatically performing steering wheel and wheel synchronization operation.

[0072] When the driver takes their hands off the steering wheel, the vehicle's automatic steering wheel centering is a system-driven action. The core purpose of generating and sending the "steering wheel and wheel synchronization reminder command" is to ensure the driver's right to know and improve the transparency and safety of human-machine interaction. Through the reminder, the system proactively informs the driver of the currently performed automatic operation. This prevents the driver from mistakenly believing there is a malfunction or becoming anxious when they suddenly notice the steering wheel turning automatically; it also clearly conveys the information that "the vehicle is automatically managing the steering system." The reminder itself is also a signal, prompting the driver to pay attention to the vehicle's status and prepare for possible manual intervention.

[0073] Suppose a car equipped with this steer-by-wire system is cruising on a highway in autonomous driving mode, and the driver takes both hands off the steering wheel (hands-off state). At this moment, due to the previous minor adjustments made by the lane-keeping assist, there is a small deviation between the steering wheel angle and the actual turning angle of the wheels.

[0074] Once the system detects a hands-off state and enters the "third target process," it begins applying a "second restoring torque" to smoothly return the steering wheel to center. Simultaneously, the system generates a "synchronous reminder command" and sends it to the vehicle's reminder module. This reminder module may notify the driver in one or more of the following ways: Visual cues: Display a gentle animated icon (e.g., a steering wheel icon slowly returning to center) and / or a brief text prompt (e.g., "Adjusting steering wheel position") on the dashboard or head-up display.

[0075] Auditory cue: Play a short, non-alarming cue sound.

[0076] Haptic cue: Activate a very gentle, non-intrusive vibration cue on the steering wheel.

[0077] In this way, even when the driver's eyes are not on the road, they can perceive this automatic operation through sound or touch; looking at the instrument panel, they can obtain more detailed status information. The entire process safely, smoothly, and transparently completes the automatic centering of the steering wheel without driver intervention, while maintaining good human-machine communication.

[0078] In summary, this application embodiment obtains the actual steering wheel and wheel angle deviation in real time and initiates a synchronization control process when the deviation exceeds a preset threshold, ensuring that the system intervenes only when necessary, thus improving the targeting and efficiency of control. By acquiring target sensor signals on the steering wheel, the actual driving state of the driver is accurately determined, providing accurate decision-making basis for the core control logic. Especially when it is determined that the driver has a clear steering intention, and the direction of this intention is consistent with the direction required to reduce the deviation, a target steering assist that achieves both steering and wheel centering is dynamically calculated and applied. The solution provided by this application embodiment assists the driver in completing their steering operation while efficiently and smoothly eliminating angle deviation. Therefore, this application embodiment reduces the abruptness and safety hazards of "grabbing the steering wheel" caused by forced synchronization in traditional methods, achieving seamless and smooth synchronization while respecting the driver's control, significantly improving the harmony of human-machine co-driving and the overall driving experience of the steer-by-wire system.

[0079] This application's embodiments construct a complete, sophisticated, and highly adaptive steering wheel-wheel synchronization control system, achieving multi-dimensional beneficial effects. Firstly, by integrating torque and hand contact sensor signals, the system can accurately distinguish between various driver states such as "active control," "laissez-faire," and "hands-off," laying a solid foundation for subsequent scenario-based control. When the driver actively steers and their intention aligns with the centering direction, the system dynamically synthesizes basic steering assist and auxiliary centering assist that varies proportionally with the deviation, achieving efficient synchronization between human and machine, greatly improving the smoothness and naturalness of the synchronization process. In the laissez-faire state where the driver only lightly holds the steering wheel, the system applies a gentle restoring torque proportional to the deviation and limits the steering wheel's return-to-center angular velocity, simulating the natural return-to-center feel of a traditional vehicle, achieving interference-free intelligent guidance. When the driver's intention conflicts with the centering direction, the system prioritizes the driver's input, providing only basic steering assist, completely eliminating the risk of conflict and ensuring absolute operational safety. In the hands-off state, the system can autonomously execute more aggressive synchronization operations and simultaneously inform the driver through a reminder module, balancing automation efficiency with transparency in human-machine interaction. The entire solution manages and controls start and stop through preset thresholds, forming an intelligent closed loop that dynamically adjusts and smoothly switches based on real-time deviations and driver status. Ultimately, without increasing hardware costs, it balances the smoothness, safety, and driver experience of the steer-by-wire system when angling.

[0080] Suppose a target vehicle is using lane-keeping assist driving on a highway. At this time, the system makes a small steering adjustment to maintain the lane, resulting in a 5-degree deviation between the actual wheel angle and the steering wheel angle (step S11, the actual angle deviation is greater than the preset threshold of 0.5 degrees). The system then activates the synchronization control process.

[0081] First, the system uses a capacitive sensor on the steering wheel to confirm that the driver's hands are lightly resting on the steering wheel (hand contact state). At the same time, a torque sensor detects that the torque applied by the driver is very weak, below a preset torque threshold. Based on this, the system determines that the driver is in a "hands-on-the-wheel but no intention to steer" state.

[0082] The system then enters the "second target process." It continuously monitors the deviation and torque, and applies a gentle first restoring torque proportional to the 5-degree deviation. This torque is strictly controlled, causing the steering wheel to slowly turn in the direction of reducing the deviation at an extremely slow angular velocity (below the preset angular velocity), simulating the natural center feel of a traditional vehicle, with the driver barely perceptible to this subtle guidance.

[0083] Subsequently, the driver may decide to make a slight correction to the direction. When he begins to turn the steering wheel with a little force in the same direction to reduce the deviation, the torque sensor signal exceeds the threshold. The system immediately recognizes the change in state and enters the "first sub-process". At this time, the system not only monitors the deviation and torque, but also combines driving state parameters such as vehicle speed to calculate a "first steering assist" that integrates regular basic power steering and additional centering assist. This assists the driver to complete the steering operation more easily and quickly, and efficiently eliminates the residual angle deviation without the driver even noticing.

[0084] Conversely, if the driver suddenly turns the steering wheel forcefully in the direction of increasing deviation (intending to go against the centering direction), the system will immediately switch to the "second subprocess." In this process, the system completely obeys the driver, providing only pure "secondary steering assistance" (i.e., basic steering assistance) based on its torque and vehicle status to assist in completing the steering, while suspending any centering intervention and completely avoiding resistance.

[0085] Finally, if the system detects that the driver's hands have completely left the steering wheel (hands-off state), it enters the "third target process." At this time, the system will use a more aggressive "second restoring torque" to automatically return the steering wheel to a position synchronized with the wheels. Simultaneously, a gentle indicator icon will illuminate on the vehicle's instrument panel, accompanied by a soft audible alert, clearly informing the driver that "the steering wheel position is being automatically adjusted," ensuring transparency of the operation.

[0086] This example, which covers all scenarios, demonstrates that the embodiments of this application achieve smooth, safe, and seamless intelligent control of the steering wheel and wheels in various complex human-computer interaction states.

[0087] Based on the same inventive concept, the embodiments of this application provide, as follows: Figure 2 The vehicle shown includes: 21. Steer-by-wire system; Processor 22 is connected to the steer-by-wire system; Memory 23 is used to store executable instructions of the processor 22; The processor 22 is configured to execute a steering wheel wheel synchronization control method as described above.

[0088] Since the vehicle described in this embodiment is the vehicle used to implement the information processing method in the embodiments of this application, those skilled in the art can understand the specific implementation method and various variations of the vehicle in this embodiment based on the information processing method described in the embodiments of this application. Therefore, how the vehicle implements the method in the embodiments of this application will not be described in detail here. Any vehicle used by those skilled in the art to implement the information processing method in the embodiments of this application falls within the scope of protection of this application.

[0089] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, systems, or computer program products. Therefore, the present invention can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention can take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0090] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each block of 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, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart illustrations and / or block diagrams. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0091] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0092] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0093] Although preferred embodiments of the invention have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including both the preferred embodiments and all changes and modifications falling within the scope of the invention.

[0094] Obviously, those skilled in the art can make various modifications and variations to this invention without departing from its spirit and scope. Therefore, if these modifications and variations fall within the scope of the claims of this invention and their equivalents, this invention also intends to include these modifications and variations.

Claims

1. A method for synchronous control of steering wheel and wheels, characterized in that, Applied to a target vehicle equipped with a steer-by-wire system, the method includes: The actual steering wheel angle and the actual wheel angle of the target vehicle are obtained, and the actual steering wheel angle and the actual wheel angle are used to determine the actual angular deviation between the steering wheel and the wheel. If the actual steering angle deviation is greater than or equal to a preset threshold, the target sensor signal related to the steering wheel is acquired, and the user's actual control state of the steering wheel is determined based on the target sensor signal. In the first target process, which represents the user's intention to turn the steering wheel in the actual control state, and the first steering direction corresponding to the steering intention is the same as the second steering direction corresponding to reducing the actual angle deviation, the actual angle deviation, the driving state parameters of the target vehicle, and the actual torque applied by the user to the steering wheel are updated in the first target process. For any corresponding actual angle deviation, driving state parameters, and actual torque, the target steering assist of the steering wheel in the first steering direction is determined at the current time. Based on the current target steering assist, the steering wheel is controlled to rotate in the current first steering direction.

2. The steering wheel and wheel synchronization control method as described in claim 1, characterized in that, The target sensor signals include the hand contact sensor signal and the torque sensor signal of the steering wheel; the hand contact sensor signal is one of the grip force sensor signal and the capacitance sensor signal. Acquiring target sensor signals related to the steering wheel, and determining the user's actual control state of the steering wheel based on the target sensor signals, including: The hand contact sensor signal is used to determine whether the user is holding the steering wheel, and the torque sensor signal is used to determine the actual torque applied by the user to the steering wheel. If the user holds the steering wheel and the actual torque is greater than or equal to the preset torque, then it is determined that the user's actual control state of the steering wheel is that the user has a steering intention. If the user is holding the steering wheel and the actual torque is less than the preset torque, then it is determined that the user's actual control state of the steering wheel is that the user is holding the steering wheel and has no intention to turn the steering wheel. If the user is not holding the steering wheel, then the user's actual control state of the steering wheel is determined to be a hands-free state.

3. The steering wheel and wheel synchronization control method as described in claim 1, characterized in that, For any corresponding actual steering angle deviation, driving state parameters, and actual torque, determine the target steering assist of the steering wheel in the first steering direction, including: Based on the current driving state parameters and the actual torque, determine the basic steering assist of the steering wheel in the first steering direction; Based on the current actual steering angle deviation and the basic steering assist, determine the steering wheel's current assist centering assist in the first steering direction; The target steering assist is determined in the first steering direction with respect to the steering wheel based on the centering assist and the basic steering assist.

4. The steering wheel and wheel synchronization control method as described in claim 3, characterized in that, Based on the current actual steering angle deviation and the basic steering assist, determine the steering wheel assist in the first steering direction in the current assist alignment, including: Based on the current actual angle deviation and the correlation between the angle deviation and the gain coefficient, determine the target gain coefficient corresponding to the current actual angle deviation; Based on the current target gain coefficient and the base steering assist, determine the steering wheel assist in the first steering direction in the current assist pair.

5. The steering wheel and wheel synchronization control method as described in claim 1, characterized in that, After determining the user's actual control state of the steering wheel based on the target sensor signal, the method further includes: In the second target process, characterized by the actual control state representing the user holding the steering wheel and having no intention to turn the steering wheel, the actual steering angle deviation and the actual torque applied by the user to the steering wheel are updated in the second target process. If the actual torque is less than a preset torque, a corresponding first restoring torque is determined for each updated actual steering angle deviation. Based on the first restoring torque, the steering wheel is controlled to rotate along the second steering direction, so that the rotational angular velocity of the steering wheel during the rotation along the second rotation direction is less than the preset angular velocity.

6. The steering wheel and wheel synchronization control method as described in claim 5, characterized in that, After updating the actual steering angle deviation and the actual torque applied by the user to the steering wheel during the process of updating the second target, the method further includes: In the first sub-process where the actual torque is greater than or equal to the preset torque, and the third steering direction corresponding to the actual torque is the same as the second steering direction corresponding to reducing the actual angle deviation, the actual angle deviation, the driving state parameters, and the actual torque applied by the user to the steering wheel are updated in the first sub-process. For any corresponding actual angle deviation, driving state parameters, and actual torque, the first steering assist of the steering wheel in the current third steering direction is determined, and the steering wheel is controlled to rotate in the current third steering direction based on the current first steering assist.

7. The steering wheel and wheel synchronization control method as described in claim 5, characterized in that, After updating the actual steering angle deviation and the actual torque applied by the user to the steering wheel during the process of updating the second target, the method further includes: In the second sub-process where the actual torque is greater than or equal to the preset torque, and the third steering direction corresponding to the actual torque is opposite to the second steering direction corresponding to reducing the actual steering angle deviation, the driving state parameters and the actual torque applied by the user to the steering wheel in the second sub-process are updated. For any corresponding driving state parameter and actual torque, the second steering assist of the steering wheel in the third steering direction is determined at the current time, and the steering wheel is controlled to rotate in the current third steering direction based on the current second steering assist.

8. The steering wheel and wheel synchronization control method as described in claim 1, characterized in that, After determining the user's actual control state of the steering wheel based on the target sensor signal, the method further includes: During the third target process where the actual control state is the hands-free state, the actual steering angle deviation corresponding to the third target process is updated, and a corresponding second restoring torque is determined for each updated actual steering angle deviation. Based on the second restoring torque, the steering wheel is controlled to rotate along the second steering direction.

9. The steering wheel and wheel synchronization control method as described in claim 8, characterized in that, In the third objective process where the actual control state is the hands-free state, the method further includes: A steering wheel and wheel synchronization reminder command is generated and sent to the reminder module of the target vehicle so that the reminder module reminds the user that the target vehicle is automatically performing steering wheel and wheel synchronization operation.

10. A vehicle, characterized in that, include: Steer-by-wire system; The processor is connected to the steering-by-wire system; Memory used to store the processor's executable instructions; The processor is configured to execute a steering wheel wheel synchronization control method as described in any one of claims 1 to 9.

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