Steering control method, device and vehicle

Abstract

This invention relates to the field of vehicle technology and discloses a steering control method, device, and vehicle. The steering control method includes: acquiring the vehicle speed and, based on the correlation between the vehicle speed and the steering assist style, acquiring a target steering assist style adapted to the vehicle speed; acquiring a target assist torque corresponding to the target steering assist style based on the vehicle speed and the correlation between the steering assist style and a preset assist torque; and adjusting the vehicle's steering torque based on the target assist torque. This invention can enhance the user's active control over the vehicle's steering and make the steering control more in line with the user's driving intentions and personalized needs.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and more specifically to steering control methods, devices, and vehicles. Background Technology

[0002] With the rapid development of intelligent driving technology, power steering systems have emerged. However, these systems often fail to meet users' personalized steering needs when providing assistance with steering. Summary of the Invention

[0003] This invention provides a steering control method, device, and vehicle to solve the problem that power steering systems in related technologies cannot meet users' personalized steering needs when providing power steering.

[0004] In a first aspect, the present invention provides a steering control method, comprising: acquiring the vehicle speed and acquiring a target steering assist style adapted to the vehicle speed; acquiring a target assist torque corresponding to the target steering assist style based on the vehicle speed and the correlation between the steering assist style and a preset assist torque; and adjusting the steering torque of the vehicle based on the target assist torque.

[0005] The steering control method provided in this invention integrates vehicle speed with personalized steering assist style, allowing the steering assist to be dynamically adjusted according to changes in vehicle speed and user preferences. For example, when the user selects a comfort steering style, it provides softer assistance in low-speed scenarios to improve handling convenience, and maintains moderate damping in high-speed scenarios to ensure driving stability. If the user prefers a sporty style, the assistance is more stable at high speeds to enhance handling precision, and maintains a moderate feedback feel at low speeds, making the steering control more in line with the user's driving habits and effectively improving driving comfort and handling experience.

[0006] In an optional implementation, prior to establishing the association between vehicle speed and steering assist style, the method further includes: obtaining a steering assist style adjustment command; responding to the steering assist style adjustment command and displaying a steering assist style selection interface, wherein the steering assist style selection interface includes multiple vehicle speed ranges and multiple assist strength styles, the assist strength style includes the steering assist level represented by the number of energy column lights, and the steering assist style supports individual configuration and combination adjustment for different vehicle speed ranges; if an interactive operation is detected on the steering assist style selection interface; responding to the interactive operation and configuring a corresponding assist strength style for each vehicle speed range to establish the association between vehicle speed range and assist strength style.

[0007] The steering control method provided in this invention offers a visual and interactive personalized configuration interface, allowing users to intuitively and flexibly set corresponding assist styles for different speed ranges based on their driving habits and scenario requirements. The intuitive representation of the number of illuminated energy pillar lights lowers the barrier to understanding and operation for users, making the configuration process more convenient and efficient. Furthermore, the ability to configure and combine different speed ranges individually not only satisfies users' precise control over assist styles in specific speed scenarios but also achieves a coordinated and unified overall driving experience. This further enhances the personalization and adaptability of steering control, making the driving process more aligned with users' actual needs and improving user satisfaction and driving safety.

[0008] In one optional implementation, in response to an interactive operation, a corresponding steering assist style is configured for each vehicle speed range to establish an association between the vehicle speed range and the steering assist style. This includes: displaying candidate steering assist styles corresponding to the vehicle speed range, wherein the candidate steering assist styles include multiple style options, which represent options with different assist torque ranges; selecting a target style option from the candidate steering assist styles based on the interactive operation; if the assist torque range corresponding to the target style option belongs to the valid style range associated with the vehicle speed range, then establishing an association between the vehicle speed range and the steering assist style based on the target style; if the assist torque range corresponding to the target style option does not belong to the valid style range associated with the vehicle speed range, then outputting a prompt message indicating that the style selection is invalid, and returning to the steering assist style selection interface to receive the interactive operation again.

[0009] The steering control method provided in this invention offers users a degree of personalized selection by displaying candidate steering assist styles linked to the current vehicle speed range. Users can choose the appropriate assist torque range from the candidate styles based on their driving habits and real-time road conditions. Simultaneously, by verifying whether the selected style falls within the valid style range associated with the current vehicle speed, the method ensures that the selected style remains within the vehicle's safety performance threshold at the current speed, thus balancing personalized needs with driving safety. When an invalid selection is made, timely feedback and guidance for reselection are provided, optimizing user interaction logic, reducing operational confusion, and making the style adjustment process more intuitive and smooth. Furthermore, this process retains the user's active right to choose the steering style while ensuring the stability of the steering system through a reasonable constraint mechanism, further enhancing the practicality and safety adaptability of the steering control method.

[0010] In one optional implementation, determining whether a target style option belongs to a valid style range associated with a vehicle speed range includes: if the previous vehicle speed range is not empty, obtaining the previous target steering assist style corresponding to the previous vehicle speed range; if the target style option is the same as the previous target steering assist style, determining that the target style option belongs to a valid style range associated with a vehicle speed range; if the target style option is different from the previous target steering assist style, and the assist torque range corresponding to the previous target steering assist style is less than or equal to the assist torque range corresponding to the target style option, determining that the target style option belongs to a valid style range associated with a vehicle speed range; if the target style option is different from the previous target steering assist style, and the assist torque range corresponding to the previous target steering assist style is greater than the assist torque range corresponding to the target style option, determining that the target style option does not belong to a valid style range associated with a vehicle speed range.

[0011] The steering control method provided in this invention determines the effectiveness of the current target style option by judging the steering assist style and corresponding assist torque range based on the previous vehicle speed range. This effectively avoids a sudden decrease in assist torque when switching steering assist styles, preventing the driver from losing control due to a sudden increase in steering weight, and significantly improving driving safety. At the same time, the style switching that allows for an increasing range of assist torque satisfies the user's personalized needs for gradually adjusting steering feel while ensuring the smoothness of steering assist changes, thus improving driving comfort and operating experience.

[0012] In an optional implementation, the method further includes: collecting vehicle load data; retrieving a table of base torque ranges and correction coefficients for each style option in the candidate steering assist styles; matching the corresponding load correction coefficient from the correction coefficient table based on the load data; and using the load correction coefficients to correct the base torque range corresponding to each style option to obtain the assist torque range corresponding to each style option, wherein the assist torque range corresponding to each style option includes the assist torque range corresponding to the target style option.

[0013] The steering control method provided in this invention dynamically adjusts the steering assist torque range based on vehicle load changes, ensuring a stable and consistent steering assist feel when the vehicle is unloaded, fully loaded, or under different load conditions. This avoids problems of excessively light or heavy steering due to load differences, significantly improving the stability and consistency of driving control. By retrieving a preset correction coefficient table and matching the corresponding load correction coefficient, precise correction of the assist torque range is achieved, making the assist characteristics of each style option more closely match actual working conditions and further enhancing the adaptability of the steering system. Simultaneously, this correction logic works in conjunction with the effectiveness judgment mechanism for steering assist style switching, satisfying users' personalized style selection while also considering driving safety and comfort under different load scenarios, thereby further optimizing steering control performance.

[0014] In one optional implementation, before establishing the association between vehicle speed and steering assist style, the method includes: obtaining the vehicle speed range to which the vehicle speed belongs, and obtaining the target steering assist style corresponding to the vehicle speed range based on the association; or, obtaining the vehicle speed range to which the vehicle speed belongs, and obtaining the basic adjustment style corresponding to the vehicle speed range based on the association; displaying the basic adjustment style on the steering assist style selection interface, detecting the adjustment operation triggered by the user, adjusting the basic adjustment style according to the adjustment operation, and obtaining the target steering assist style.

[0015] The steering control method provided in this invention achieves dynamic adaptation between steering assist style and vehicle speed by associating and matching vehicle speed range with steering assist style. This ensures that the steering assist characteristics can meet the current speed requirements in different driving scenarios such as low speed, medium speed, and high speed, avoiding abrupt or uncomfortable steering feel due to changes in vehicle speed. At the same time, by combining basic adjustment style with user-adjusted settings during the driving journey, drivers can flexibly optimize the steering experience according to their own habits and real-time road conditions, further improving the accuracy, flexibility, and user satisfaction of driving control.

[0016] In one optional implementation, the target assist torque corresponding to the target steering assist style is obtained based on the vehicle speed and the correlation between the steering assist style and the preset assist torque, including: determining the motor assist characteristic curve based on the correlation between the steering assist style and the preset assist torque; and determining the assist torque value corresponding to the vehicle speed in the motor assist characteristic curve as the target assist torque.

[0017] The steering control method provided in this invention establishes a precise mapping relationship between the motor assist characteristic curve and vehicle speed and assist torque, ensuring that the assist torque value at different vehicle speeds is highly consistent with the preset characteristics of the steering assist style, avoiding sudden changes or deviations in assist torque caused by changes in vehicle speed, and significantly improving the smoothness and consistency of steering feel.

[0018] In one optional implementation, based on vehicle speed and the correlation between steering assist style and preset assist torque, the target assist torque corresponding to the target steering assist style before the correlation between vehicle speed and steering assist style is obtained, including: obtaining the vehicle's driving road conditions; determining corresponding road condition assist correction parameters based on the driving road conditions; determining an initial assist torque based on vehicle speed and the correlation between steering assist style and preset assist torque; and correcting the initial assist torque based on the road condition assist correction parameters to obtain the target assist torque.

[0019] The steering control method provided in this invention dynamically adjusts the assist torque based on the actual driving conditions, ensuring that the target assist torque not only matches vehicle speed and steering style preferences but also meets the needs of complex and ever-changing road environments. By introducing road condition assist correction parameters, the steering assist output can be specifically optimized for different scenarios such as bumpy roads, slippery roads, or congested urban areas, avoiding insufficient or excessive steering assist due to differences in road conditions, and significantly improving the scenario adaptability and accuracy of steering control. At the same time, this correction mechanism is deeply integrated with the vehicle speed-style correlation logic, further enhancing the steering system's comprehensive response capability to multi-dimensional driving factors, allowing drivers to obtain a smooth, stable, and expected steering feel under various road conditions, effectively enhancing the safety and comfort of driving operation.

[0020] In one optional implementation, adjusting the vehicle's steering torque based on the target assist torque includes: obtaining a target current associated with the target assist torque according to the correlation between assist torque and assist current; and adjusting the vehicle's steering torque based on the target current.

[0021] The steering control method provided in this invention converts the target assist torque into a precise target current, achieving a direct and efficient mapping of assist demand from the torque level to the execution level. This ensures that the steering system responds to the target torque more quickly and linearly, effectively reducing signal loss or delay in intermediate links, and allowing the adjustment of steering torque to closely match the dynamic changes in real-time road conditions and driving operations. At the same time, the stable correlation between assist current and assist torque provides a reliable feedback basis for the closed-loop control of the steering system, further ensuring the accuracy and consistency of steering adjustment, and enabling drivers to obtain a more delicate and controllable feel during steering operations.

[0022] In a second aspect, the present invention provides a steering control device, comprising: The style acquisition module is used to acquire the vehicle speed and obtain the target steering assist style that matches the vehicle speed. The torque determination module is used to obtain the target assist torque corresponding to the target steering assist style based on the vehicle speed and the correlation between the target steering assist style and the preset assist torque. The steering control module is used to adjust the vehicle's steering torque based on the target assist torque.

[0023] Thirdly, the present invention provides a vehicle comprising: a memory and a processor, the memory and the processor being communicatively connected to each other, the memory storing computer instructions, and the processor executing the computer instructions to perform the steering control method of the first aspect or any corresponding embodiment thereof.

[0024] Fourthly, the present invention provides a computer-readable storage medium storing computer instructions for causing a computer to perform the steering control method of the first aspect or any corresponding embodiment thereof.

[0025] Fifthly, the present invention provides a computer program product, including computer instructions for causing a computer to execute the steering control method of the first aspect or any corresponding embodiment thereof. Attached Figure Description

[0026] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0027] Figure 1 This is a schematic diagram of a first type of steering control method according to an embodiment of the present invention; Figure 2 This is a schematic diagram of a second type of steering control method according to an embodiment of the present invention; Figure 3 This is an interactive schematic diagram of a steering control method according to an embodiment of the present invention; Figure 4 This is the steering speed-sensitive characteristic and hand force characteristic curve of the steering control method according to an embodiment of the present invention; Figure 5 This is the motor assist characteristic curve of the steering control method according to an embodiment of the present invention; Figure 6 This is the target current characteristic curve of the steering control method according to an embodiment of the present invention; Figure 7 This is a structural block diagram of a steering control device according to an embodiment of the present invention; Figure 8 This is a schematic diagram of the hardware structure of a vehicle according to an embodiment of the present invention. Detailed Implementation

[0028] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0029] It is understood that before using the technical solutions disclosed in the various embodiments of the present invention, users should be informed of the types, scope of use, and usage scenarios of the personal information involved in the present invention and their authorization should be obtained in accordance with relevant laws and regulations through appropriate means.

[0030] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, "a plurality of" means two or more, unless otherwise explicitly specified.

[0031] According to an embodiment of the present invention, a steering control method embodiment is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0032] This embodiment provides a steering control method. Figure 1 This is a flowchart of a steering control method according to an embodiment of the present invention, such as... Figure 1 As shown, the process includes the following steps: Step S101: Obtain the vehicle speed and, based on the relationship between vehicle speed and steering assist style, obtain the target steering assist style that matches the vehicle speed.

[0033] Among them, the target steering assist styles include, but are not limited to, comfort assist style, standard assist style and sport assist style.

[0034] When acquiring vehicle speed, the speed signal sent by the vehicle speed sensor can be read in real time via the vehicle's CAN bus. This signal is then filtered to remove high-frequency noise interference, ensuring the stability and accuracy of the speed data. Furthermore, cross-validation can be performed using data from the vehicle's wheel speed sensors. If the deviation between the CAN bus speed signal and the calculated wheel speed value exceeds a preset threshold, the calculated wheel speed value is prioritized as the vehicle speed input, further improving the reliability of speed acquisition and providing accurate basic parameters for subsequent adaptation to the target steering assist style.

[0035] In some optional implementations, when obtaining a target steering assist style adapted to vehicle speed, multiple consecutive and non-overlapping vehicle speed ranges can be preset; within at least one of these speed ranges, a target steering assist style matching the user's preference is pre-set. Based on the vehicle speed range to which the vehicle speed belongs, the target steering assist style adapted to that vehicle speed can be determined.

[0036] Specifically, vehicle speed ranges can be pre-defined based on typical driving scenarios and steering performance requirements, such as low-speed ranges (e.g., 0-30 km / h), medium-speed ranges (e.g., 30-60 km / h), and high-speed ranges (e.g., 60-120 km / h)—continuous and non-overlapping segments. Users can customize their preferred steering assist style for any one or more speed ranges through the in-vehicle system's settings interface or a linked mobile application: for example, selecting comfort in the low-speed range to improve steering ease, and sport in the high-speed range to enhance steering stability. Upon acquiring the current vehicle speed, the system first determines its corresponding speed range. If the user has already configured a preferred style for that range, that style is directly set as the target steering assist style. If no user preference is set for that range, the system automatically adopts the default steering assist style pre-matched for that range, thus ensuring driving safety while meeting the user's personalized needs. Furthermore, users can adjust their preference settings for each speed range in real time. Adjustment commands are transmitted to the in-vehicle system via the CAN bus and take effect immediately, ensuring that subsequent steering assist style adaptation dynamically responds to the user's latest needs.

[0037] Step S102: Based on the vehicle speed and the correlation between the steering assist style and the preset assist torque, obtain the target assist torque corresponding to the target steering assist style.

[0038] Among these, the relationship between vehicle speed and the preset steering assist style and torque refers to a mapping relationship pre-constructed through extensive real-vehicle road testing, simulation experiments, and analysis of user driving habits. In this mapping relationship, different speed ranges combined with different steering assist styles correspond to specific torque parameters. Specifically, for different speed ranges such as low, medium, and high speeds, and combining steering assist styles such as comfort, standard, and sport, the optimal torque value for each combination is determined based on multi-dimensional data such as steering resistance torque, tire grip, and vehicle posture. This relationship can be dynamically adjusted according to vehicle configuration updates, user feedback on personalized needs, or system version upgrades to ensure the accuracy and adaptability of steering assist output, providing users with a stable and expected steering handling experience.

[0039] In some optional implementations, when obtaining the target assist torque corresponding to the target steering assist style based on vehicle speed and the correlation between the steering assist style and the preset assist torque, the current vehicle speed can first be matched within a speed range. Then, combining the correlation between the steering assist style and the preset assist torque, the corresponding initial assist torque value can be retrieved from a pre-stored mapping database. This is then further corrected using real-time dynamic data collected by the onboard inertial measurement unit (IMU), steering angle sensor, and road condition detector. For example, when the vehicle is detected to be on an uphill section, the initial assist torque can be positively compensated based on the real-time slope value to reduce the force required by the user's hands when steering. If the vehicle is traveling on a curve and the rate of change of steering angle exceeds a preset threshold, the assist response speed under the standard style can be temporarily increased to ensure timely steering operation.

[0040] Step S103: Adjust the vehicle's steering torque based on the target assist torque.

[0041] In some optional implementations, when adjusting the vehicle's steering torque based on a target assist torque, the electronic power steering motor controller can convert the target assist torque into a corresponding pulse width modulation control signal and acquire the actual steering torque data fed back by the steering torque sensor in real time, thus constructing a closed-loop adjustment system. When the deviation between the actual steering torque and the target assist torque exceeds a preset range, the motor's output current will be dynamically adjusted based on a proportional-integral-derivative (PID) algorithm to quickly eliminate the deviation. Simultaneously, the adjustment process is optimized in conjunction with the vehicle's real-time driving status (such as braking signals and accelerator pedal positions): for example, during emergency braking, the stability of the steering assist is appropriately enhanced to avoid sudden changes in steering feel due to changes in vehicle posture.

[0042] The steering control method provided in this embodiment integrates vehicle speed with personalized steering assist style, allowing the steering assist to be dynamically adjusted according to changes in vehicle speed and user preferences. For example, when the user selects a comfort steering style, a softer assist is provided in low-speed scenarios to improve handling convenience, while maintaining moderate damping in high-speed scenarios to ensure driving stability. If the user prefers a sporty style, the assist is more stable at high speeds to enhance handling precision, while maintaining a moderate feedback feel at low speeds, making the steering control more in line with the user's driving habits and effectively improving driving comfort and handling experience.

[0043] In some alternative implementations, when adjusting the steering torque of the vehicle based on the target assist torque, a target current associated with the target assist torque is obtained according to the correlation between the assist torque and the assist current; and the steering torque of the vehicle is adjusted based on the target current.

[0044] Specifically, the relationship between steering assist torque and steering assist current can be obtained through pre-calibration experiments under different operating conditions (such as different vehicle speeds and steering angles), forming a mapping table containing multiple sets of torque-current corresponding parameters or fitting a nonlinear mathematical model. In actual operation, firstly, based on the currently determined target steering assist torque, the initial target current is calculated by querying the mapping table or substituting it into the mathematical model. Next, the initial current is dynamically corrected based on the vehicle's real-time driving status (such as whether the braking signal is activated, changes in the accelerator pedal position, and the current vehicle speed range): for example, when an emergency braking signal is detected, the fluctuation amplitude of the steering assist current is appropriately reduced according to a preset correction coefficient to maintain the stability of the steering assist; when driving at high speed and the user selects a sport steering style, the current value is finely adjusted to make the steering assist output more stable. Subsequently, the corrected target current is sent to the drive module of the steering motor, and the drive module controls the motor to output the corresponding torque according to the current value, thereby achieving precise adjustment of the vehicle's steering torque. Simultaneously, during the adjustment process, actual steering torque data is continuously collected and compared in real time with the target assist torque. If the deviation exceeds a preset threshold, a proportional-integral-derivative (PID) algorithm is triggered to iteratively adjust the assist current until the deviation falls back within the allowable range, ensuring rapid response and accuracy of steering torque adjustment. Furthermore, the target current can also be directly obtained by querying the mapping table or substituting it into a mathematical model based on the currently determined target assist torque.

[0045] The steering control method provided in this invention converts the target assist torque into a precise target current, achieving a direct and efficient mapping of assist demand from the torque level to the execution level. This ensures that the steering system responds to the target torque more quickly and linearly, effectively reducing signal loss or delay in intermediate links, and allowing the adjustment of steering torque to closely match the dynamic changes in real-time road conditions and driving operations. At the same time, the stable correlation between assist current and assist torque provides a reliable feedback basis for the closed-loop control of the steering system, further ensuring the accuracy and consistency of steering adjustment, and enabling drivers to obtain a more delicate and controllable feel during steering operations.

[0046] This embodiment provides a steering control method. Figure 2 This is a flowchart of a steering control method according to an embodiment of the present invention, such as... Figure 2 As shown, the process includes the following steps: Step S201: Obtain the vehicle speed and, based on the relationship between vehicle speed and steering assist style, obtain the target steering assist style that matches the vehicle speed.

[0047] Specifically, step S201 includes: Step S2011: Obtain the steering assist style adjustment command.

[0048] Among them, the steering assist style adjustment command can be initiated by the driver through the vehicle's central control interface, or automatically generated by the vehicle according to the preset driving mode (such as sport mode, comfort mode), or adaptively triggered based on the vehicle's learning results of the driver's driving habits.

[0049] Step S2012: Respond to the steering assist style adjustment command and display the steering assist style selection interface.

[0050] The steering assist style selection interface includes multiple assist strength styles associated with vehicle speed ranges. The assist strength style includes the steering assist level represented by the number of energy column lights. The steering assist style supports individual configuration and combination adjustment for different vehicle speed ranges.

[0051] In some optional implementations, the steering assist style selection interface can assign different assist levels to different speed ranges. For low speeds, this might include Comfort (1 illuminated energy bar), Standard (2 illuminated energy bars), and Sport (3 illuminated energy bars); for mid-speeds, Comfort (1 illuminated energy bar), Standard (2 illuminated energy bars), and Sport (3 illuminated energy bars); and for high speeds, Comfort (1 illuminated energy bar), Standard (2 illuminated energy bars), and Sport (3 illuminated energy bars). One illuminated energy bar indicates the lightest steering effort, two illuminated energy bars indicate moderate steering effort, and three illuminated energy bars indicate the heaviest steering effort. Users can configure the assist level for each speed range individually or adjust it across different ranges based on their driving preferences and specific needs. For example, during daily city commutes, the low-speed range can be set to Comfort Assist to reduce the effort required for parking and U-turns; the mid-speed range to Standard Assist to balance steering agility and precision; and the high-speed range to Sport Assist to enhance steering stability at high speeds. When driving on mountain roads, the mid-speed range can be adjusted to Sport Assist to improve the feedback during cornering. Furthermore, users can preset multiple frequently used modes (such as "City Mode" and "Mountain Road Mode") and quickly switch between them via the central control screen or steering wheel shortcut keys, eliminating the need for repeated adjustments.

[0052] Step S2013: If an interactive operation is detected on the steering assist style selection interface.

[0053] The interactive operations include user actions on the steering assist style selection interface such as clicking the energy column adjustment button, sliding the assist strength adjustment slider, and selecting preset assist style options.

[0054] Step S2014: Respond to interoperability by configuring corresponding assist strength styles for each vehicle speed range to establish the correlation between vehicle speed range and assist strength style.

[0055] Specifically, after detecting that the user has completed the interaction, the steering assist style parameters corresponding to each speed range (e.g., a steering assist motor torque output coefficient of 0.7 for low-speed comfort style, 1.0 for mid-speed standard style, and 1.3 for high-speed sport style) are written into the steering assist configuration storage submodule of the vehicle's electronic control unit (ECU). Simultaneously, the energy bar display status for each speed range on the steering assist style selection interface is refreshed in real time to visually present the current configuration result. A "Configuration successfully saved" message pops up on the central control screen, or a 0.5-second short vibration signal is emitted through the steering wheel vibration module to inform the user that the configuration has taken effect. During vehicle operation, the ECU continuously collects real-time vehicle speed data, determines its corresponding speed range, and calls upon the steering assist style parameters for that range to dynamically adjust the output torque of the steering assist motor, thereby providing the driver with a steering feel that matches their preferences.

[0056] The steering control method provided in this invention offers a visual and interactive personalized configuration interface, allowing users to intuitively and flexibly set corresponding assist styles for different speed ranges based on their driving habits and scenario requirements. The intuitive representation of the number of illuminated energy pillar lights lowers the barrier to understanding and operation for users, making the configuration process more convenient and efficient. Furthermore, the ability to configure and combine different speed ranges individually not only satisfies users' precise control over assist styles in specific speed scenarios but also achieves a coordinated and unified overall driving experience. This further enhances the personalization and adaptability of steering control, making the driving process more aligned with users' actual needs and improving user satisfaction and driving safety.

[0057] In some optional implementations, when responding to interoperability and configuring corresponding steering assist styles for each vehicle speed range to establish a correlation between vehicle speed ranges and steering assist styles, candidate steering assist styles corresponding to the vehicle speed range can be displayed. These candidate steering assist styles include multiple style options, each representing an option with a different assist torque range. A target style option is selected from the candidate steering assist styles based on the interactive operation. If the assist torque range corresponding to the target style option belongs to a valid style range associated with the vehicle speed range, then the correlation between the vehicle speed range and the steering assist style is established. If the assist torque range corresponding to the target style option does not belong to a valid style range associated with the vehicle speed range, then an invalid style selection message is output, and the user returns to the steering assist style selection interface to re-receive the interactive operation.

[0058] As an example, suppose the vehicle's preset speed range is divided into a low-speed range (0-30km / h), a medium-speed range (31-60km / h), and a high-speed range (61km / h and above). For the low-speed range, the displayed candidate steering assist styles include "Light" (assistance torque range 5-15N·m), "Standard" (assistance torque range 10-20N·m), and "Stable" (assistance torque range 15-25N·m), and the effective style range associated with this low-speed range is an assist torque of 5-20N·m. When a user selects "Lightweight" via the in-vehicle touchscreen, the system detects that the power assist torque range of 5-15 N·m is within the effective range and automatically establishes a correlation between the low-speed range and the "Lightweight" power assist style. If the user mistakenly selects "Stable," whose power assist torque range of 15-25 N·m exceeds the effective range, a prompt message will immediately pop up saying "The selected style exceeds the effective range of the current vehicle speed range. Please select again," and the system will automatically return to the steering assist style selection interface, waiting for the user to interact again.

[0059] The steering control method provided in this invention offers users a degree of personalized selection by displaying candidate steering assist styles linked to the current vehicle speed range. Users can choose the appropriate assist torque range from the candidate styles based on their driving habits and real-time road conditions. Simultaneously, by verifying whether the selected style falls within the valid style range associated with the current vehicle speed, the method ensures that the selected style remains within the vehicle's safety performance threshold at the current speed, thus balancing personalized needs with driving safety. When an invalid selection is made, timely feedback and guidance for reselection are provided, optimizing user interaction logic, reducing operational confusion, and making the style adjustment process more intuitive and smooth. Furthermore, this process retains the user's active right to choose the steering style while ensuring the stability of the steering system through a reasonable constraint mechanism, further enhancing the practicality and safety adaptability of the steering control method.

[0060] In some optional implementations, when determining whether a target style option belongs to the valid style range associated with the vehicle speed range, if the previous vehicle speed range is not empty, the previous target steering assist style corresponding to the previous vehicle speed range is obtained; if the target style option is the same as the previous target steering assist style, the target style option is determined to belong to the valid style range associated with the vehicle speed range; if the target style option is different from the previous target steering assist style, and the assist torque range corresponding to the previous target steering assist style is less than or equal to the assist torque range corresponding to the target style option, the target style option is determined to belong to the valid style range associated with the vehicle speed range; if the target style option is different from the previous target steering assist style, and the assist torque range corresponding to the previous target steering assist style is greater than the assist torque range corresponding to the target style option, the target style option is determined not to belong to the valid style range associated with the vehicle speed range.

[0061] As an example, assuming the current vehicle speed range is 60-80 km / h, the associated preset steering assist options include Comfort Steering (assistance torque range 5-15 N·m), Standard Steering (10-20 N·m), and Sport Steering (15-25 N·m). The previous vehicle speed range was 40-60 km / h, and the corresponding previous target steering assist style was Standard. When the user selects Sport Steering, because the assist torque range of Sport Steering is greater than that of the previous Standard style, this option is determined to be within the valid style range for the current vehicle speed range. If the user selects Comfort Steering, its assist torque range is less than that of the previous style, so it is determined not to be within the valid style range. If the user still selects Standard Steering, it is directly determined to be within the valid style range. This ensures that the switching of steering assist style matches the handling requirements brought about by changes in vehicle speed, avoiding a decline in driving experience or safety hazards caused by sudden style changes.

[0062] The steering control method provided in this invention, by combining the steering assist style and corresponding assist torque range of the previous vehicle speed range, judges the effectiveness of the current target style option. This effectively avoids a sudden decrease in assist torque when switching steering assist styles, preventing the driver from losing control due to a sudden increase in steering weight, and significantly improving driving safety. At the same time, the style switching that allows for an increasing range of assist torque not only meets the user's personalized needs for gradually adjusting steering feel, but also ensures the smoothness of steering assist changes, improving driving comfort and operating experience.

[0063] In some optional implementations, vehicle load data can also be collected; the basic torque range and correction coefficient table of each style option in the candidate steering assist style can be retrieved; the corresponding load correction coefficient can be matched from the correction coefficient table according to the load data; the basic torque range corresponding to each style option can be corrected using the load correction coefficient to obtain the assist torque range corresponding to each style option, wherein the assist torque range corresponding to each style option includes the assist torque range corresponding to the target style option.

[0064] Specifically, you can first collect the vehicle's current load data. For example, by combining the number of passengers and the load in the trunk, you can calculate that the actual load of the vehicle is 450kg. Then, retrieve the basic torque range (5-10N for Comfort) of the three steering assist styles: Comfort, Standard, and Sport. m, Standard type 10-15N m, Sporty type 15-20N The table shows the load correction factor for the speed range (m) and the load correction factor for that speed range. Then, based on the 450kg load data, a load correction factor of 1.2 is found in the correction factor table. This correction factor of 1.2 is then used to adjust the base torque range for each of the three style options, thus calculating the assist torque range for each style option, i.e., 6-12N for the comfort type. m, Standard type 12-18N m, Sporty 18-24N m, if the user selects the standard style option, then the modified 12-18N m represents the range of assist torque corresponding to the target style option.

[0065] The steering control method provided in this invention dynamically adjusts the steering assist torque range based on vehicle load changes, ensuring a stable and consistent steering assist feel when the vehicle is unloaded, fully loaded, or under different load conditions. This avoids problems of excessively light or heavy steering due to load differences, significantly improving the stability and consistency of driving control. By retrieving a preset correction coefficient table and matching the corresponding load correction coefficient, precise correction of the assist torque range is achieved, making the assist characteristics of each style option more closely match actual working conditions and further enhancing the adaptability of the steering system. Simultaneously, this correction logic works in conjunction with the effectiveness judgment mechanism for steering assist style switching, satisfying users' personalized style selection while also considering driving safety and comfort under different load scenarios, thereby further optimizing steering control performance.

[0066] In one optional implementation, before establishing the association between vehicle speed and steering assist style, the vehicle speed range can be obtained, and based on the association prior to establishing the association between vehicle speed and steering assist style, the target steering assist style corresponding to the vehicle speed range can be obtained; alternatively, the vehicle speed range can be obtained, and based on the association, the basic adjustment style corresponding to the vehicle speed range can be obtained; the basic adjustment style is displayed on the steering assist style selection interface, the user-triggered adjustment operation is detected, and the basic adjustment style is adjusted according to the adjustment operation to obtain the target steering assist style. The user-triggered adjustment operation can be voice adjustment or steering wheel button adjustment.

[0067] Specifically, if the preset speed range and steering assist style are correlated as follows: 0-40 km / h corresponds to Comfort, 40-80 km / h to Standard, and above 80 km / h to Sport. Using the first method, when the current speed is 65 km / h, the speed range is 40-80 km / h, and the target steering assist style is directly set to Standard. Using the second method, for example, when the current speed is 55 km / h, the basic adjustment style corresponding to the speed range 40-80 km / h is Standard, and the steering assist style selection interface will default to the Standard option. If the user presses the "Style+" button on the left side of the steering wheel, the basic adjustment style will be changed from Standard to Sport after the adjustment is detected, thus setting the target steering assist style to Sport. If the user issues a voice command "Switch to Comfort mode," the basic adjustment style will be changed back to Comfort after recognizing the voice command, ultimately setting the target steering assist style to Comfort.

[0068] The steering control method provided in this invention achieves dynamic adaptation between steering assist style and vehicle speed by associating and matching vehicle speed range with steering assist style. This ensures that the steering assist characteristics can meet the current speed requirements in different driving scenarios such as low speed, medium speed, and high speed, avoiding abrupt or uncomfortable steering feel due to changes in vehicle speed. At the same time, by combining basic adjustment style with user-adjusted settings during the driving journey, drivers can flexibly optimize the steering experience according to their own habits and real-time road conditions, further improving the accuracy, flexibility, and user satisfaction of driving control.

[0069] Step S202: Based on the vehicle speed and the relationship between the steering assist style and the preset assist torque, the target assist torque is obtained.

[0070] In some optional implementations, when the target assist torque is obtained based on the vehicle speed and the correlation between the steering assist style and the preset assist torque, the motor assist characteristic curve can be determined based on the correlation between the steering assist style and the preset assist torque; the assist torque value corresponding to the vehicle speed in the motor assist characteristic curve is determined as the target assist torque.

[0071] Specifically, there is a one-to-one correspondence between the steering assist style and the preset motor assist characteristic curve. Each steering assist style is equipped with a unique motor assist characteristic curve. This curve takes vehicle speed as the independent variable and assist torque as the dependent variable. The torque value range of the curve matches the corrected assist torque range of the corresponding style (e.g., Comfort 6-12 N·m, Standard 12-18 N·m, Sport 18-24 N·m). For example, when the target steering assist style is standard, its corresponding motor assist characteristic curve exhibits a trend of "high assist at low speeds and low assist at high speeds": when the vehicle speed is below the preset low-speed threshold (e.g., 30 km / h), the corresponding assist torque value is in the range of 15-18 N·m to ensure easy steering at low speeds; when the vehicle speed is between the preset low-speed threshold and the high-speed threshold (e.g., 100 km / h), the assist torque value decreases non-linearly with increasing vehicle speed to the range of 12-15 N·m; when the vehicle speed is above the preset high-speed threshold, the assist torque value stabilizes at around 12 N·m to ensure stable steering at high speeds. After obtaining the actual vehicle speed, this speed value is input into the motor assist characteristic curve of the corresponding style. By looking up a table or interpolating, the assist torque value corresponding to that speed point is obtained, which is the target assist torque.

[0072] The steering control method provided in this invention establishes a precise mapping relationship between the motor assist characteristic curve and vehicle speed and assist torque, ensuring that the assist torque value at different vehicle speeds is highly consistent with the preset characteristics of the steering assist style, avoiding sudden changes or deviations in assist torque caused by changes in vehicle speed, and significantly improving the smoothness and consistency of steering feel.

[0073] In some optional implementations, when the target assist torque is obtained based on vehicle speed and the correlation between steering assist style and preset assist torque, the vehicle's driving road conditions can be acquired; corresponding road condition assist correction parameters can be determined based on the driving road conditions; the initial assist torque can be determined based on vehicle speed and the correlation between steering assist style and preset assist torque; and the initial assist torque can be corrected based on the road condition assist correction parameters to obtain the target assist torque.

[0074] As an example, when a vehicle is traveling on a bumpy rural road, the vehicle's road condition sensors (such as vibration sensors and road recognition cameras) detect numerous potholes or gravel on the road surface. In this case, the road condition assist correction parameter is set to 1.1. If the initial assist torque, based on the vehicle speed and the correlation between the steering assist style and the preset assist torque, is 15 N·m, then the corrected target assist torque is 16.5 N·m. This increases the assist to offset the steering resistance caused by the bumpy road surface, improving handling comfort. If the vehicle is traveling on a wet road surface (such as a flooded road surface after rain), the road condition sensors detect a decrease in the road friction coefficient, and the road condition assist correction parameter is set to 0.9. The initial assist torque of 15 N·m is corrected to 13.5 N·m. By reducing the assist torque, the steering feel becomes more stable, reducing the risk of oversteer on wet roads. If the vehicle is on a straight, high-speed road, and the road condition sensor detects a smooth surface without significant curves, the correction parameter is set to 0.8. The initial assist torque is corrected to 12 N·m, enhancing steering damping during straight-line driving and improving high-speed stability. Furthermore, the road condition assist correction parameter can be calibrated through extensive real-vehicle road tests. Multiple correction coefficient ranges are preset for different road conditions (such as congested urban roads and winding mountain roads) to ensure that the corrected target assist torque matches the user's selected steering style and adapts to real-time road conditions, further optimizing the steering system's adaptability and safety.

[0075] The steering control method provided in this invention dynamically adjusts the assist torque based on the actual driving conditions, ensuring that the target assist torque not only matches vehicle speed and steering style preferences but also meets the needs of complex and ever-changing road environments. By introducing road condition assist correction parameters, the steering assist output can be specifically optimized for different scenarios such as bumpy roads, slippery roads, or congested urban areas, avoiding insufficient or excessive steering assist due to differences in road conditions, and significantly improving the scenario adaptability and accuracy of steering control. At the same time, this correction mechanism works in deep collaboration with the original vehicle speed-style correlation logic, further enhancing the steering system's comprehensive response capability to multi-dimensional driving factors, allowing drivers to obtain a smooth, stable, and expected steering feel under various road conditions, effectively enhancing the safety and comfort of driving.

[0076] Step S203: Adjust the vehicle's steering torque based on the target assist torque. For details, please refer to [link to relevant documentation]. Figure 1 Step S103 of the illustrated embodiment will not be described again here.

[0077] The steering control method provided in this invention dynamically links vehicle speed ranges with the steering assist style selection interface, allowing users to intuitively select steering assist styles in corresponding speed scenarios. The visual representation of the number of illuminated energy bars lowers the barrier to understanding the level of assist strength, making the operation more user-friendly and easier to understand. The ability to configure and combine different speed ranges individually meets users' personalized needs in diverse driving scenarios and allows for flexible combination of style preferences across different ranges. Simultaneously, the mechanism of determining the target style based on real-time interactive operation enhances users' active control over the vehicle's steering system, making steering control more aligned with the user's immediate driving intentions, further improving the personalization of driving comfort and handling experience.

[0078] For one or more specific application embodiments of the present invention, please refer to Figure 3 When a user enters the steering assist style selection interface, the functional controls on this interface can include a driving mode selection control linked to the steering assist mode (Yes) and a driving mode selection control not linked to the steering assist mode (No, Custom). If the user selects "No" and then selects "Custom" when setting the steering assist, the steering assist style and magnitude can be set according to the vehicle speed. The vehicle speed can be set to three types (including but not limited to): low speed, medium speed, and high speed, with speed ranges set, for example: low speed: 0-45 km / h, medium speed: 45-70 km / h, high speed: above 70 km / h. When the user selects "Custom," three steering assist styles can be set individually for each vehicle speed, assuming settings are made using "+ / -" energy bars. The steering characteristics at low, medium, and high speeds can then be freely combined. The energy bars represent the steering effort: one energy bar illuminated indicates the lightest steering effort, two energy bars illuminated indicate moderate steering effort, and three energy bars illuminated indicate the heaviest steering effort.

[0079] For example: When one energy bar is lit at low speed, two energy bars at medium speed, and three energy bars at high speed, you can choose the style of low speed (comfort), medium speed (standard), or high speed (sport). Similarly, if one energy bar is lit at low speed, three energy bars at medium speed, and three energy bars at high speed, you can also choose the style of low speed (comfort), medium speed (sport), or high speed (sport).

[0080] Based on the setting of 3 speed ranges, each with 3 options, there are a total of 3×3×3=27 combinations. Assuming the selection numbers for each speed range are 1, 2, and 3, the final combination codes are: 111, 112, 113, 121, 122, 123, ..., 222, ..., 333, a total of 27. For each of these 27 combinations, 27 steering assist characteristic curves are set, corresponding to 27 different numbers, with each number corresponding to one steering assist characteristic curve. When a user selects a steering assist style for different speeds through the "Custom" mode, the system ultimately uses a fixed steering assist characteristic curve based on the selected combination of numbers, thus achieving personalized customization. For example, when a user selects low-speed comfort, medium-speed sport, or high-speed sport styles, the system automatically uses the steering assist characteristic curve numbered 133.

[0081] Based on the speed-dependent characteristic of steering force, where the force required increases with vehicle speed, combinations that do not conform to this characteristic were eliminated from the 27 possible steering combinations to ensure steering safety. As shown in Table 1: 16 combinations (marked with strikethrough: 131, 132, 211, 212, 213, 221, 231, 232, 311, 312, 313, 321, 323, 331, 332) that did not conform to this characteristic were eliminated, leaving 11 combinations. When a user selects an eliminated combination via the energy bar adjustment, the system will automatically adjust accordingly. For example, if option 2 is selected at low speed, the system will default to allowing selection from option 2 at medium speeds, preventing selection from option 1.

[0082] Table 1. Combination of Steering Assist Characteristic Curves

[0083] For the 11 retained combinations, a smooth transition steering speed-sensitive force characteristic curve is first set for each combination. For example, the steering speed-sensitive force characteristic curve for combination 111 is as follows: Figure 4 As shown. Based on the steering force characteristic curve and the inherent characteristics of the vehicle's steering system (such as line angle and transmission ratio), the required motor assist characteristic curve is calculated. For example, the motor assist characteristic curve for combination 111 is shown below. Figure 5 As shown. The target current characteristic curve for motor control is calculated based on the motor's assist characteristics. For example, the target current characteristic curve for motor control in combination 111 is shown below. Figure 6 As shown in Table 2, a mapping table is generated based on the target current characteristic curve of the motor control.

[0084] Table 2. Target Current Mapping for Motor Control in Combination 111

[0085] When the user selects combination 111 through the "Custom" mode, the above table is directly invoked to control the motor, thereby achieving the customization of steering assist.

[0086] Furthermore, when calibrating the steering characteristic curve, the upper and lower limits of steering force at different vehicle speeds can be determined based on experience and data accumulation, i.e., the allowable bandwidth under the safety boundary. The smooth transition of steering force in different vehicle speed ranges is first fitted using software and simulation methods, and a smooth curve is used for the transition (Note: When calibrating on a real vehicle, the curve is updated again based on the calibration data). For physical prototypes, the steering force characteristic style under different combinations is tested, initially calibrated, and evaluated on the HIL bench to confirm whether the safety boundary and style are appropriate (Note: If the steering force characteristic curve is updated after the real vehicle calibration, it needs to be bench verified again); at the same time, the smooth transition curves proposed by software and simulation methods under different combinations are evaluated to see if the transition is smooth in the physical stage and whether there are abrupt changes in steering force. During the real vehicle matching calibration, the three styles of steering force at different vehicle speeds are first calibrated to confirm the safety boundaries, steering assist style and magnitude. At the same time, the smooth transition curves proposed by software and simulation methods under different combinations are evaluated to see if they transition smoothly in the real vehicle stage and whether there are abrupt changes in steering force (Note: If there are abrupt changes, the real vehicle stage is directly optimized and then evaluated again until it passes). After the calibration is passed, the steering force control characteristic requirements are converted into a target current matrix table for motor control.

[0087] This embodiment also provides a steering control device for implementing the above embodiments and preferred embodiments; details already described will not be repeated. As used below, the term "module" can refer to a combination of software and / or hardware that implements a predetermined function. Although the devices described in the following embodiments are preferably implemented in software, hardware implementations, or a combination of software and hardware, are also possible and contemplated.

[0088] This embodiment provides a steering control device, such as Figure 7 As shown, it includes: The style acquisition module 701 is used to acquire the vehicle speed and, based on the correlation between vehicle speed and steering assist style, acquire the target steering assist style that is adapted to the vehicle speed. The torque determination module 702 is used to obtain the target assist torque corresponding to the target steering assist style based on the vehicle speed and the correlation between the steering assist style and the preset assist torque. The steering control module 703 is used to adjust the steering torque of the vehicle based on the target assist torque.

[0089] In some alternative implementations, the style acquisition module 701 includes: The adjustment instruction acquisition unit is used to acquire steering assist style adjustment instructions; The adjustment command response unit is used to respond to the steering assist style adjustment command and display the steering assist style selection interface. The steering assist style selection interface includes multiple vehicle speed ranges and multiple assist strength styles. The assist strength style includes the steering assist level represented by the number of energy column lights. The steering assist style supports individual configuration and combination adjustment of different vehicle speed ranges. An interactive operation detection unit is used to detect interactive operations on the steering assist style selection interface. The association creation unit is used to respond to interactive operations and configure the corresponding assist strength style for each speed range to establish the association between the speed range and the assist strength style.

[0090] In some optional implementations, the association creation unit includes: The style display subunit is used to display candidate steering assist styles corresponding to the vehicle speed range. The candidate steering assist styles include multiple style options, which represent options with different assist torque ranges. The style selection sub-unit is used to select the target style option from the candidate styles based on the interactive operation; The association creation sub-unit is used to establish an association between the vehicle speed range and the assist force style based on the target style if the assist torque range corresponding to the target style option belongs to the valid style range associated with the vehicle speed range. The information prompt subunit is used to output a prompt message indicating that the style selection is invalid if the power assist torque range corresponding to the target style option does not belong to the valid style range associated with the vehicle speed range, and then return to the steering assist style selection interface to receive interactive operations again.

[0091] In some optional implementations, the style determination subunit is specifically used to: if the previous vehicle speed range is not empty, obtain the previous target steering assist style corresponding to the previous vehicle speed range; if the target style option is the same as the previous target steering assist style, determine that the target style option belongs to the valid style range associated with the vehicle speed range; if the target style option is different from the previous target steering assist style, and the assist torque range corresponding to the previous target steering assist style is less than or equal to the assist torque range corresponding to the target style option, determine that the target style option belongs to the valid style range associated with the vehicle speed range; if the target style option is different from the previous target steering assist style, and the assist torque range corresponding to the previous target steering assist style is greater than the assist torque range corresponding to the target style option, determine that the target style option does not belong to the valid style range associated with the vehicle speed range.

[0092] In some optional implementations, the style determination subunit is further used to collect vehicle load data; retrieve the base torque range and correction coefficient table for each style option in the candidate steering assist styles; match the corresponding load correction coefficient from the correction coefficient table based on the load data; and use the load correction coefficient to correct the base torque range corresponding to each style option to obtain the assist torque range corresponding to each style option, wherein the assist torque range corresponding to each style option includes the assist torque range corresponding to the target style option.

[0093] In some alternative implementations, the style acquisition module 701 further includes: The first style acquisition unit is used to acquire the vehicle speed range to which the vehicle speed belongs, and based on the correlation, acquire the target steering assist style corresponding to the vehicle speed range; The second style acquisition unit is used to obtain the vehicle speed range to which the vehicle speed belongs, and based on the correlation, obtain the basic adjustment style corresponding to the vehicle speed range; based on the steering assist style selection interface, the basic adjustment style is displayed, the adjustment operation triggered by the user is detected, and the basic adjustment style is adjusted according to the adjustment operation to obtain the target steering assist style.

[0094] In some alternative implementations, the torque determination module 702 includes: The assist curve determination unit is used to determine the motor assist characteristic curve based on the correlation between the steering assist style and the preset assist torque. The first torque determination unit is used to determine the assist torque value corresponding to the vehicle speed in the motor assist characteristic curve as the target assist torque.

[0095] In some alternative implementations, the torque determination module 702 includes: Driving condition acquisition unit, used to acquire the driving condition of the vehicle; The correction parameter determination unit is used to determine the corresponding road condition assist correction parameters based on the driving road conditions; The second torque determination unit is used to determine the initial assist torque based on the vehicle speed and the relationship between the steering assist style and the preset assist torque. The second torque correction unit is used to correct the initial assist torque based on the road condition assist correction parameters to obtain the target assist torque.

[0096] In some alternative implementations, the steering control module 703 includes: The target current acquisition unit is used to acquire the target current associated with the target assist torque based on the correlation between the assist torque and the assist current. The steering torque adjustment unit is used to adjust the steering torque of the vehicle based on the target current.

[0097] The steering control device provided in this embodiment of the invention can execute the steering control method provided in any embodiment of the invention, and has the corresponding functional modules and beneficial effects for executing the method. Further functional descriptions of the various modules and units described above are the same as in the corresponding embodiments described above, and will not be repeated here.

[0098] Figure 8 This is a structural schematic diagram of a vehicle provided in an embodiment of the present invention.

[0099] The following is a detailed reference. Figure 8 The diagram illustrates a structural schematic suitable for implementing a vehicle according to an embodiment of the present invention. The vehicle may include a processor (e.g., a central processing unit, graphics processor, etc.) 801, which can perform various appropriate actions and processes according to a program stored in read-only memory (ROM) 802 or a program loaded from memory 808 into random access memory (RAM) 803. The RAM 803 also stores various programs and data required for vehicle operation. The processor 801, ROM 802, and RAM 803 are interconnected via a bus 804. An input / output (I / O) interface 805 is also connected to the bus 804.

[0100] Typically, the following devices can be connected to I / O interface 805: input devices 806 including, for example, a touchscreen, touchpad, keyboard, mouse, camera, microphone, accelerometer, gyroscope, etc.; output devices 807 including, for example, a liquid crystal display (LCD), speaker, vibrator, etc.; memory devices 808 including, for example, magnetic tape, hard disk, etc.; and communication devices 809. Communication device 809 allows the vehicle to communicate wirelessly or wiredly with other devices to exchange data. Although Figure 8 Vehicles with various devices are shown, but it should be understood that it is not required to implement or have all of the devices shown, and more or fewer devices may be implemented or have instead.

[0101] In particular, according to embodiments of the present invention, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments of the present invention include a computer program product comprising a computer program carried on a non-transitory computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via a communication device 809, or installed from a memory 808, or installed from a ROM 802. When the computer program is executed by the processor 801, it performs the functions defined in the steering control method of the embodiments of the present invention.

[0102] Figure 8 The vehicle shown is merely an example and should not be construed as limiting the functionality and scope of the embodiments of the present invention.

[0103] This invention also provides a computer-readable storage medium. The methods described above according to embodiments of the invention can be implemented in hardware or firmware, or implemented as computer code that can be recorded on a storage medium, or implemented as computer code downloaded via a network and originally stored on a remote storage medium or a non-transitory machine-readable storage medium and then stored on a local storage medium. Thus, the methods described herein can be processed by software stored on a storage medium using a general-purpose computer, a dedicated processor, or programmable or dedicated hardware. The storage medium can be a magnetic disk, optical disk, read-only memory, random access memory, flash memory, hard disk, or solid-state drive, etc.; further, the storage medium can also include combinations of the above types of memory. It is understood that computers, processors, microprocessor controllers, or programmable hardware include storage components capable of storing or receiving software or computer code. When the software or computer code is accessed and executed by the computer, processor, or hardware, the steering control method shown in the above embodiments is implemented.

[0104] A portion of this invention can be applied as a computer program product, such as computer program instructions, which, when executed by a computer, can invoke or provide the methods and / or technical solutions according to the invention through the operation of the computer. Those skilled in the art will understand that the forms in which computer program instructions exist in a computer-readable medium include, but are not limited to, source files, executable files, installation package files, etc. Correspondingly, the ways in which computer program instructions are executed by a computer include, but are not limited to: the computer directly executing the instructions, or the computer compiling the instructions and then executing the corresponding compiled program, or the computer reading and executing the instructions, or the computer reading and installing the instructions and then executing the corresponding installed program. Here, the computer-readable medium can be any available computer-readable storage medium or communication medium accessible to a computer.

[0105] Although embodiments of the invention have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the invention, and all such modifications and variations fall within the scope defined by the appended claims.

Claims

1. A steering control method, characterized in that, The method includes: The vehicle speed is obtained, and based on the correlation between the vehicle speed and the steering assist style, a target steering assist style that is adapted to the vehicle speed is obtained. Based on the vehicle speed and the relationship between the steering assist style and the preset assist torque, the target assist torque corresponding to the target steering assist style is obtained; The steering torque of the vehicle is adjusted based on the target assist torque.

2. The method according to claim 1, characterized in that, Prior to the relationship between vehicle speed and steering assist style, the method further includes: Get steering assist style adjustment command; In response to the steering assist style adjustment command, a steering assist style selection interface is displayed. The steering assist style selection interface includes multiple vehicle speed ranges and multiple assist strength styles. The assist strength style includes the steering assist level represented by the number of energy column lights. The steering assist style supports individual configuration and combination adjustment for different vehicle speed ranges. If an interactive operation is detected on the steering assist style selection interface; In response to the interactive operation, a corresponding assist level style is configured for each speed range to establish the correlation between the speed range and the assist level style.

3. The method according to claim 2, characterized in that, The response to the interactive operation configures corresponding power assist styles for each speed range to establish a correlation between speed ranges and power assist styles, including: The system displays candidate steering assist styles corresponding to the vehicle speed range, wherein the candidate steering assist styles include multiple style options, and the style options are used to represent options with different assist torque ranges; Select the target style option from the candidate steering assist styles based on the interactive operation; If the range of assist torque corresponding to the target style option belongs to the effective style range associated with the vehicle speed range, then establish the association between the vehicle speed range and the assist force style based on the target style; If the power assist torque range corresponding to the target style option does not belong to the valid style range associated with the vehicle speed range, an invalid style selection prompt message will be output, and the system will return to the steering assist style selection interface to receive the interactive operation again.

4. The method according to claim 3, characterized in that, Determining whether the target style option belongs to the valid style range associated with the vehicle speed range includes: If the previous speed range is not empty, then obtain the previous target steering assist style corresponding to the previous speed range. If the target style option is the same as the previous target steering assist style, then the target style option is determined to belong to the valid style range associated with the vehicle speed range; If the target style option is different from the previous target steering assist style, and the assist torque range corresponding to the previous target steering assist style is less than or equal to the assist torque range corresponding to the target style option, then the target style option is determined to belong to the effective style range associated with the vehicle speed range. If the target style option is different from the previous target steering assist style, and the assist torque range corresponding to the previous target steering assist style is greater than the assist torque range corresponding to the target style option, then it is determined that the target style option does not belong to the valid style range associated with the vehicle speed range.

5. The method of claim 3, wherein, The method further includes: Collect the load data of the vehicle; Retrieve the table of basic torque range and correction coefficients for each style option in the candidate steering assist styles; Based on the load data, match the corresponding load correction coefficient from the correction coefficient table; The load correction coefficient is used to correct the base torque range corresponding to each style option to obtain the assist torque range corresponding to each style option, wherein the assist torque range corresponding to each style option includes the assist torque range corresponding to the target style option.

6. The method of claim 1, wherein, The process of obtaining a target steering assist style adapted to the vehicle speed based on the correlation between vehicle speed and steering assist style includes: Obtain the vehicle speed range to which the vehicle speed belongs, and based on the correlation, obtain the target steering assist style corresponding to the vehicle speed range; or, Obtain the vehicle speed range to which the vehicle speed belongs, and based on the correlation, obtain the basic adjustment style corresponding to the vehicle speed range; display the basic adjustment style on the steering assist style selection interface, detect the adjustment operation triggered by the user, adjust the basic adjustment style according to the adjustment operation, and obtain the target steering assist style.

7. The method of claim 1, wherein, The step of obtaining the target assist torque corresponding to the target steering assist style based on the vehicle speed and the correlation between the steering assist style and the preset assist torque includes: Based on the correlation between the steering assist style and the preset assist torque, the motor assist characteristic curve is determined; The assist torque value corresponding to the vehicle speed in the motor assist characteristic curve is determined as the target assist torque.

8. The method of claim 1, wherein, The step of obtaining the target assist torque corresponding to the target steering assist style based on the vehicle speed and the correlation between the steering assist style and the preset assist torque includes: Obtain the road conditions of the vehicle; Determine the corresponding road condition assist correction parameters based on the described road conditions; The initial assist torque is determined based on the vehicle speed and the relationship between the steering assist style and the preset assist torque. The initial assist torque is corrected based on the road condition assist correction parameters to obtain the target assist torque.

9. The method of claim 1, wherein, The adjustment of the vehicle's steering torque based on the target assist torque includes: Based on the correlation between the assist torque and the assist current, obtain the target current associated with the target assist torque; The steering torque of the vehicle is adjusted based on the target current.

10. A steering control device characterized by comprising: The device includes: The style acquisition module is used to acquire the vehicle speed and, based on the correlation between the vehicle speed and the steering assist style, acquire the target steering assist style that is adapted to the vehicle speed. The torque determination module is used to obtain the target assist torque corresponding to the target steering assist style based on the vehicle speed and the correlation between the steering assist style and the preset assist torque. The steering control module is used to adjust the steering torque of the vehicle based on the target assist torque.

11. A vehicle, characterized in that, include: A memory and a processor, the memory and the processor being communicatively connected to each other, the memory storing computer instructions, the processor executing the computer instructions to perform the method of any one of claims 1 to 9.

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