Method for keeping hand force of driver, vehicle and storage medium

Abstract

A method for keeping the hand force of a driver, a vehicle and a storage medium. By means of an electromagnetic relay (302) on a first steering column (301) comprised in a steer-by-wire system, a torsion spring (305) wound around a second steering column (304) comprised therein and a metal disk (306) on the torsion spring (305), when a steering column motor fails, the electromagnetic relay (302) is kept in an energized state to ensure that an electromagnet in the electromagnetic relay (302) is attracted to the metal disk (306). In this way, when a driver rotates a steering wheel, the first steering column (301) and the electromagnetic relay (302) can rotate with the steering wheel, thereby driving the attracted metal disk (306) to rotate, and further driving the torsion spring (305) to rotate. The torsion spring (305) generates a rotational force so as to provide hand force feedback for the driver to simulate hand feel. After steering column motors fail, the present application can simulate the hand feel of drivers, so as to assist the drivers in safely driving vehicles.

Description

Methods for maintaining driver hand strength, vehicles and storage media

[0001] This application claims priority to Chinese Patent Application No. 2024118726153, filed on December 18, 2024, entitled "Method, Apparatus, Vehicle and Storage Medium for Maintaining Driver's Hand Strength", the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to the field of vehicle technology, and more specifically, to methods, vehicles, and storage media for maintaining a driver's hand strength in the field of vehicle technology. Background Technology

[0003] During vehicle operation, the steering column motor in the steering wheel module simulates the driver's feel, providing feedback torque. However, when the steering column motor malfunctions, it cannot provide resistance to the driver, resulting in a loss of steering feel when turning the steering wheel. This further impairs the driver's ability to accurately judge wheel position and road conditions, hindering timely adjustments to driving strategies and potentially leading to unexpected dangers. Therefore, a method is urgently needed to maintain the driver's hand force, simulating the driver's feel even after a steering column motor failure, to assist the driver in safely driving the vehicle. Summary of the Invention

[0004] This application provides a method, vehicle, and storage medium for maintaining driver hand strength. The method for maintaining driver hand strength can simulate the driver's hand feel after a steering column motor failure, in order to assist the driver in driving the vehicle safely.

[0005] In a first aspect, this application provides a method for maintaining driver hand force, applicable to a vehicle with a steer-by-wire system. The steer-by-wire system includes a steering wheel, a first steering column connected to the steering wheel, a steering column motor and an electromagnetic relay on the first steering column, a second steering column fixed to the inner wall of the steering column housing, and a torsion spring wound on the second steering column. The torsion spring is used to connect to a metal disc. When the electromagnetic relay is not energized, the electromagnet in the electromagnetic relay is separated from the metal disc. The method for maintaining driver hand force includes: in the event of a malfunction of the steering column motor, controlling the electromagnetic relay to be energized, so that when the electromagnetic relay is energized, the electromagnet engages with the metal disc; receiving a steering wheel rotation command, the first steering column rotates with the steering wheel rotation, thereby driving the electromagnetic relay and the engaged metal disc to rotate, and driving the torsion spring to rotate, so that the torsion spring generates rotational force to provide hand force feedback.

[0006] In the above technical solution, the method of maintaining the driver's hand force utilizes the electromagnetic relay on the first steering column, the torsion spring wound on the second steering column, and the metal disc on the torsion spring within the steer-by-wire system. When the steering column motor malfunctions, the electromagnetic relay is energized, ensuring that the electromagnet in the relay engages with the metal disc. Thus, when the driver turns the steering wheel, the first steering column and the electromagnetic relay rotate with the steering wheel, causing the engaged metal disc to rotate, which in turn rotates the torsion spring. The rotational force generated by the torsion spring provides hand force feedback to the driver, simulating a steering feel. Therefore, this method can simulate the driver's hand feel even after a steering column motor malfunction, avoiding the loss of steering feel after a failure. Thus, this method can assist the driver in driving the vehicle safely.

[0007] In one possible implementation, controlling the electromagnetic relay to be energized in the event of a steering column motor failure includes: detecting the steering wheel rotation angle when the steering column motor fails; and controlling the electromagnetic relay to be energized when the rotation angle is a preset angle.

[0008] In the aforementioned technical solution, when the steering wheel's rotation angle returns to the preset angle, the various components of the steer-by-wire system are in a relatively balanced state. At this time, the control electromagnetic relay is energized, preventing sudden and unpredictable impacts on the ongoing steering operation, such as accidentally colliding with a vehicle or obstacle while starting the vehicle in a parking lot. Furthermore, energizing the electromagnetic relay when the steering wheel's rotation angle returns to the preset angle, i.e., when the vehicle is traveling straight, recalibrates the simulated feel, ensuring that components such as the torsion spring provide force feedback according to their normal reference state.

[0009] In one possible implementation, controlling the electromagnetic relay to be energized includes: determining the user characteristics of the current driver in the vehicle, the user characteristics being related to the tactile requirements of the current driver when operating the steering wheel; determining the operating current of the electromagnetic relay based on the user characteristics; and controlling the electromagnetic relay to be energized according to the operating current.

[0010] In the above technical solution, the method for maintaining the driver's hand force determines the current driver's user characteristics, and based on these characteristics, determines the operating current used to energize the electromagnetic relay. In this way, the steer-by-wire controller can adaptively adjust the operating current of the electromagnetic relay in different driving strokes (one driving stroke per driver) based on the user characteristics, providing the current driver with hand force feedback that meets their tactile needs. Therefore, this method not only satisfies tactile requirements through electromagnetic relays, metal discs, and torsion springs, preventing unexpected dangers caused by the current driver losing tactile feedback when turning the steering wheel, but also meets the tactile needs of different drivers, improving the driving experience for different drivers.

[0011] In one possible implementation, the user characteristics include gender and / or body type rating. Based on these user characteristics, determining the operating current of the electromagnetic relay includes: determining a first operating current based on the gender and a first correspondence, and assigning the first operating current as the operating current, where the first correspondence indicates the correspondence between the driver's sample gender and the first sample operating current of the electromagnetic relay; or, determining a second operating current based on the body type rating and a second correspondence, and assigning the second operating current as the operating current, where the second correspondence indicates the correspondence between the driver's sample body type rating and the second sample operating current of the electromagnetic relay; or, performing a weighted sum of the first and second operating currents based on a first weight and a second weight to obtain the operating current, where the first weight indicates the contribution of the first operating current in determining the operating current, and the second weight indicates the contribution of the second operating current in determining the operating current, and the first and second weights are related to the vehicle type.

[0012] In the above technical solution, the method provides three ways to determine the operating current of the electromagnetic relay based on user characteristics. The first and second methods determine the operating current using gender and body type, respectively. This avoids the phenomenon where the steer-by-wire controller cannot determine the gender or body type, and therefore cannot determine the operating current. Furthermore, the first and second correspondences are predetermined. When the driver is operating the steering wheel and has a need for tactile feedback, the steer-by-wire controller in this method can directly and quickly determine the operating current using either the first or second correspondence. The operating current is determined through a matching method based on multiple trials of the first or second correspondence, thus ensuring its accuracy. Moreover, if the steer-by-wire controller can simultaneously obtain the current driver's gender and body type, the method can use a first weight and a second weight to weight and sum the first and second operating currents to obtain the operating current. By comprehensively considering the current driver's gender and body type, it avoids determining an inaccurate operating current based on only a single influencing factor. Therefore, the third method in this method, which determines the operating current using gender and body type, can determine a more accurate operating current.

[0013] In one possible implementation, the method for determining the first weight and the second weight includes: determining the vehicle type of the vehicle; if the vehicle type is a preset type, determining the first weight based on the response speed of the vehicle in terms of handling performance, wherein the preset type is used to indicate that the vehicle of this type focuses on the handling performance of driving; and determining the difference between the first preset value and the first weight as the second weight.

[0014] In the aforementioned technical solution, for the preset type of vehicle, greater emphasis is placed on the driver's precise experience of handling performance. Differences in reaction speed and operating habits between female and male drivers significantly impact the handling of the preset type of vehicle. Therefore, gender plays a larger role in the requirement for precise handling feel, meaning the first weight is greater than the second weight. Thus, this method can accurately determine the first weight, and subsequently the second weight, based on the response speed of the preset type of vehicle in terms of handling performance.

[0015] In one possible implementation, determining the first weight based on the vehicle's response speed in handling performance includes: obtaining a target time difference based on the absolute value of the time difference between the response speed and a preset response speed; determining the ratio between the target time difference and the preset response speed as the deviation amplitude of the response speed relative to the preset response speed; obtaining a weight adjustment amount based on the product of the preset weight and the deviation amplitude; determining the first weight as the sum of the preset weight and the weight adjustment amount when the response speed is greater than the preset response speed; and determining the preset weight as the first weight when the response speed is less than or equal to the preset response speed.

[0016] In one possible implementation, the method for determining the first weight and the second weight includes: acquiring target physiological parameters, which are used to indicate the target degree to which female drivers' need for force feedback is lower than that of male drivers when operating the steering wheel; and determining the first weight and the second weight based on the target degree and a first preset value.

[0017] In one possible implementation, determining the first weight and the second weight based on the target degree and the first preset value includes: determining the first relational expression corresponding to the target degree and the second relational expression corresponding to the first preset value, respectively, wherein the difference between the second weight and the first weight in the first relational expression is the target degree, and the sum of the second weight and the first weight in the second relational expression is the first preset value; and obtaining the first weight and the second weight based on the first relational expression and the second relational expression.

[0018] In one possible implementation, the torsion spring is a torsion spring with variable stiffness, and controlling the electromagnetic relay to be energized includes: if the current driver in the vehicle is different from the historical driver of the previous trip, determining the target stiffness to which the torsion spring should be adjusted based on the user characteristics of the current driver; adjusting the current stiffness of the torsion spring to the target stiffness, and controlling the electromagnetic relay to be energized.

[0019] In the above technical solution, the method determines the target stiffness of the torsion spring based on the current driver's user characteristics. In this way, the steer-by-wire controller can adaptively adjust the current stiffness of the torsion spring according to user characteristics in different driving strokes (one driving stroke per driver), providing the current driver with the required tactile feedback when turning the steering wheel. Therefore, this method not only satisfies tactile requirements through electromagnetic relays, metal discs, and torsion springs, preventing unexpected dangers caused by the current driver losing tactile feedback when turning the steering wheel, but also meets the tactile needs of different drivers, improving the driving experience for different drivers.

[0020] In one possible implementation, user characteristics include gender and / or body type class. Based on the current driver's user characteristics, the target stiffness to which the torsion spring should be adjusted is determined, including: determining a first stiffness based on gender and a third correspondence, and setting the first stiffness as the target stiffness; the third correspondence is used to indicate the correspondence between the driver's sample gender and the first sample stiffness to which the torsion spring should be adjusted; or, determining a second stiffness based on body type class and a fourth correspondence, and setting the second stiffness as the target stiffness; the fourth correspondence is used to indicate the correspondence between the driver's sample body type class and the second sample stiffness to which the torsion spring should be adjusted; or, weighted summing of the first stiffness and the second stiffness based on a third weight and a fourth weight to obtain the target stiffness; the third weight is used to indicate the contribution of the first stiffness in determining the target stiffness, and the fourth weight is used to indicate the contribution of the second stiffness in determining the target stiffness.

[0021] In one possible implementation, the method for maintaining the driver's hand strength further includes: acquiring a first image of the current driver and a second image of a historical driver; determining the similarity between the first image and the second image based on the first image and the second image; and determining that the current driver is different from the previously formed historical driver if the similarity between the first image and the second image is less than a preset similarity.

[0022] In one possible implementation, the method for determining that the steering column motor has failed includes: determining whether the steering wheel and the steering column motor are in a target fault state, the target fault state indicating that the rotation angle of the steering wheel is greater than a preset angle and the output torque of the steering column motor is a preset torque; determining that the steering column motor has failed when the steering wheel and the steering column motor are in the target fault state; or, determining that the steering column motor has failed when the steering wheel and the steering column motor are in the target fault state and the duration of the target fault state is greater than a preset duration.

[0023] In the above technical solution, when the steering wheel and steering column motors are momentarily in the target fault state (the steering wheel rotation angle is large, but the output torque of the steering column motor is very small), this method determines that the steering column motor has malfunctioned. This can promptly detect steering column motor malfunctions and provide hand force feedback to the driver by controlling the electromagnetic relay to be in a energized state. This can avoid unnecessary driving risks that may arise when the driver turns the steering wheel but there is no hand force feedback. When the steering wheel and steering column motors are in the target fault state for an extended period, this method determines that the steering column motor has malfunctioned, rather than because the steering column motor cannot rotate due to a temporary foreign object inside the motor. This improves the accuracy of diagnosing steering column motor malfunctions.

[0024] In one possible implementation, the method for maintaining driver hand strength in the event of a steering column motor failure also includes: controlling the in-vehicle display screen to output a reminder message, which is used to remind the driver of the steering column motor failure and to remind the driver to drive cautiously.

[0025] Secondly, this application provides a device for maintaining driver's hand force. The device is installed within a steer-by-wire system in a vehicle. The steer-by-wire system includes a steering wheel and a steering column motor on a first steering column connected to the steering wheel. The device includes: the first steering column, an electromagnetic relay on the first steering column, a housing of the steering column, a second steering column fixed to the inner wall of the housing, a torsion spring wound on the second steering column, and a metal disc connected to the torsion spring. When the electromagnetic relay is not energized, the electromagnet in the electromagnetic relay is separated from the metal disc. The electromagnetic relay is used to: in the event of a malfunction of the steering column motor, engage the metal disc through the electromagnet while energized; and upon receiving a steering wheel rotation command, rotate along with the steering wheel and the first steering column to drive the engaged metal disc to rotate, and to drive the torsion spring to rotate, thereby generating rotational force to provide hand force feedback.

[0026] Thirdly, this application provides a vehicle including a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, causing the vehicle to perform the methods described in the first aspect or any possible implementation thereof.

[0027] Fourthly, this application provides a computer-readable storage medium storing executable program code that, when run on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof.

[0028] In the aforementioned technical solution, this application utilizes an electromagnetic relay on the first steering column, a torsion spring wound on the second steering column, and a metal disc on the torsion spring within the steer-by-wire system. When the steering column motor malfunctions, the electromagnetic relay is energized, ensuring the electromagnet in the relay engages with the metal disc. Thus, when the driver turns the steering wheel, the first steering column and the electromagnetic relay rotate with the steering wheel, causing the engaged metal disc to rotate, which in turn rotates the torsion spring. The rotational force generated by the torsion spring provides the driver with hand force feedback, simulating a steering feel. Therefore, this method can simulate the driver's steering feel after a steering column motor malfunction, avoiding the loss of steering feel after a failure. Therefore, this method can assist the driver in safely driving the vehicle. Attached Figure Description

[0029] Figure 1 is an architecture diagram of a steer-by-wire system provided in an embodiment of this application;

[0030] Figure 2 is a schematic flowchart of a method for maintaining a driver's hand strength according to an embodiment of this application;

[0031] Figure 3 is a schematic diagram of a device for maintaining the driver's hand strength according to an embodiment of this application;

[0032] Figure 4 is a schematic diagram of another device for maintaining the driver's hand strength provided in an embodiment of this application;

[0033] Figure 5 is a structural schematic diagram of a vehicle provided in an embodiment of this application;

[0034] Figure 6 is a schematic diagram of another vehicle structure provided in an embodiment of this application. Embodiments of the present invention

[0035] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text 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, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0036] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating 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.

[0037] Figure 1 is an architecture diagram of a steer-by-wire system provided in an embodiment of this application.

[0038] As exemplified in Figure 1, the steer-by-wire system includes a steering wheel module, a steering actuation module, and a steer-by-wire controller. The steering wheel module includes a steering wheel, a steering column, and a steering column motor. The steering actuation module includes a power steering motor, a gear, and a rack. When the driver turns the steering wheel, the steering column motor provides resistance, giving the driver a feel similar to real driving. Simultaneously, the steering column transmits the driver's steering torque to the steer-by-wire controller via the Controller Area Network (CAN) line. The steer-by-wire controller determines the front wheel angle based on the steering torque and transmits the corresponding control signal to the power steering motor via the CAN line. The power steering motor rotates with an appropriate torque based on the control signal, thereby driving the gear. The gear meshes directly with the rack, converting the torque of the power steering motor into the thrust of the rack to assist in wheel steering, thus realizing the driver's steering intention.

[0039] Typically, as vehicles are used more frequently, internal vehicle components may malfunction. As shown in Figure 1, when the steering column motor fails, it cannot provide resistance to the driver, causing a loss of steering feel when turning the steering wheel. This can further impair the driver's ability to accurately judge wheel position and road conditions, hindering timely adjustments to driving strategies and potentially leading to unexpected dangers.

[0040] To address the aforementioned issues, this application provides a method for maintaining driver hand strength, which can simulate the driver's hand feel after a steering column motor failure, thereby assisting the driver in safely driving the vehicle. The specific implementation steps are shown in Figure 2.

[0041] Figure 2 is a schematic flowchart of a method for maintaining a driver's hand strength according to an embodiment of this application.

[0042] It should be understood that the method for maintaining driver hand strength provided in this application embodiment can be applied to a vehicle having the steer-by-wire system shown in FIG1. ​​In some embodiments, the steer-by-wire system includes a steering wheel, a first steering column connected to the steering wheel, a steering column motor and an electromagnetic relay on the first steering column, a second steering column fixed to the inner wall of the steering column housing, and a torsion spring wound on the second steering column. The torsion spring is used to connect a metal disc, and when the electromagnetic relay is not energized, the electromagnet in the electromagnetic relay is separated from the metal disc. Specifically, the method for maintaining driver hand strength can be applied to the steer-by-wire controller in the vehicle.

[0043] It should also be understood that the "first steering column" and "second steering column" in the above scheme refer to dividing the original steering column into upper and lower parts, with the upper part being the first steering column and the lower part being the second steering column. One end of the first steering column is connected to the steering wheel, and the other end is connected to the electromagnetic relay. A torsion spring is wound around one end of the second steering column, which is connected to a metal disc. The other end of the second steering column is fixed to the inner wall of the steering column housing. When the electromagnetic relay is not energized, the electromagnet in the electromagnetic relay is separated from the metal disc. When the electromagnetic relay is energized, the electromagnet in the electromagnetic relay is attracted to the metal disc. That is, when the electromagnetic relay is not energized, the electromagnetic relay and the metal disc are at a certain distance, while when the electromagnetic relay is energized, the distance between the electromagnetic relay and the metal disc is 0.

[0044] It should also be understood that the "steering column motor" in the above scheme refers to the motor used in the online steering system to simulate the feel, so that the driver can feel appropriate resistance and feedback when operating the steering wheel.

[0045] It should also be understood that the "electromagnetic relay" in the above scheme is an electronic control device that works using electromagnetic principles and can be regarded as a kind of "automatic switch". The electromagnetic relay contains an electromagnet, which is used to generate a magnetic field when the electromagnetic relay is energized, thereby attracting the metal disk below.

[0046] In some embodiments, the metal disk includes any one of a steel disk, an iron disk, a cobalt disk, a nickel disk, and an alloy disk thereof.

[0047] It should be understood that the "torsion spring" in the above scheme is a helical spring, one end of which is wound (fixed) around the second steering column, and the other end is connected to a metal disc. When the metal disc is attracted by an electromagnet and the steering wheel is turned, the metal disc will rotate with the center of the spring (steering column). During this process, the torsion spring can generate rotational force to resist the rotation of the steering wheel and provide hand force feedback to the driver.

[0048] For example, as shown in Figure 2, the method 200 includes:

[0049] Step 201: In the event of a malfunction in the steering column motor, the steer-by-wire controller energizes the electromagnetic relay, and when the electromagnetic relay is energized, the electromagnet attracts the metal disc.

[0050] It should be understood that the "steering column motor failure" in step 201 above indicates that the steering column motor cannot simulate the feel and cannot provide appropriate resistance and feedback when the driver operates the steering wheel. This steering column motor failure includes both wiring and mechanical faults.

[0051] In some embodiments, the circuit fault is caused by the power supply line to the steering column motor being disconnected due to wear.

[0052] In some embodiments, the mechanical failure is caused by a foreign object lodged between the rotor and stator inside the steering column motor, hindering the normal rotation of the steering column motor.

[0053] It should be understood that "the electromagnetic relay is energized" in step 201 above means that current is allowed to flow through the electromagnetic relay. The electromagnetic relay contains an electromagnet, which consists of a coil and an iron core. When the electromagnetic relay is energized, the current in the coil generates a magnetic field, and the iron core, magnetized by the magnetic field, enhances its strength. Under the influence of this strong magnetic field, the metal disc is attracted, thus achieving attraction between the electromagnet and the metal disc.

[0054] The following is a detailed description of the process for determining "a fault in the steering column motor".

[0055] In one possible implementation, the method for determining the steering column motor failure in step 201 includes: the steer-by-wire controller determining whether the steering wheel and the steering column motor are in a target failure state, the target failure state indicating that the steering wheel rotation angle is greater than a preset angle and the steering column motor output torque is a preset torque; when the steering wheel and the steering column motor are in the target failure state, the steer-by-wire controller determines that the steering column motor has failed; or, when the steering wheel and the steering column motor are in the target failure state and the duration of the target failure state is greater than a preset duration, the steer-by-wire controller determines that the steering column motor has failed.

[0056] It should be understood that, in the above scheme, under normal circumstances, when the driver turns the steering wheel (the steering wheel rotation angle is greater than 0°), the output torque of the steering column motor is greater than 0. This is to simulate the driver's feel. Therefore, the preset angle is 0° and the preset torque is 0. .

[0057] In the above technical solution, the steering wheel and steering column motors are momentarily in the target fault state (the steering wheel rotation angle is large, but the output torque of the steering column motor is 0). When the steering column motor malfunctions, this method determines that a fault has occurred. This allows for timely detection of a steering column motor fault and provides manual feedback to the driver by energizing an electromagnetic relay. This avoids unnecessary driving risks when the driver cannot feel the steering wheel after turning it. The method determines a steering column motor fault only when the steering wheel and steering column motor are in the target fault state for an extended period, rather than due to a temporary foreign object inside the motor preventing it from turning. This improves the accuracy of diagnosing steering column motor faults.

[0058] In some embodiments, the preset duration is 3 seconds.

[0059] The following is a detailed description of the control timing for "controlling the electromagnetic relay to be in the energized state".

[0060] In one possible implementation, step 201, in the event of a failure of the steering column motor, involves the steer-by-wire controller energizing the electromagnetic relay, which includes: in the event of a failure of the steering column motor, the steer-by-wire controller detecting the rotation angle of the steering wheel; and if the rotation angle is a preset angle, the steer-by-wire controller energizing the electromagnetic relay.

[0061] It should be understood that the "preset angle" in the above scheme is 0°.

[0062] In the aforementioned technical solution, when the steering wheel rotation angle returns to 0°, the various components of the steer-by-wire system are in a relatively balanced state. At this time, the control electromagnetic relay is energized, preventing sudden and unpredictable impacts on the ongoing steering operation, such as accidentally colliding with a vehicle or obstacle while starting the car in a parking lot. Furthermore, energizing the electromagnetic relay when the steering wheel rotation angle returns to 0°, i.e., when the vehicle is traveling straight, recalibrates the simulated feel process, ensuring that components such as the torsion spring provide force feedback according to their normal reference state.

[0063] The process of "controlling the electromagnetic relay to be in the energized state" is described in detail below by changing the operating current of the electromagnetic relay.

[0064] In one possible implementation, the steer-by-wire controller in step 201 controls the electromagnetic relay to be energized, including: the steer-by-wire controller determining the user characteristics of the current driver in the vehicle, the user characteristics being related to the current driver's tactile needs when operating the steering wheel; the steer-by-wire controller determining the operating current of the electromagnetic relay based on the user characteristics; and the steer-by-wire controller controlling the electromagnetic relay to be energized according to the operating current.

[0065] It should be understood that the "user characteristics" in the above scheme refer to the current driver's personal attribute characteristics, which include physiological and morphological characteristics. The physiological characteristics include the current driver's gender and age. The morphological characteristics include body size and skin color.

[0066] It should also be understood that the phrase "user characteristics are related to the current driver's tactile needs when operating the steering wheel" in the above scheme means that drivers with different user characteristics have different tactile needs when operating the steering wheel. In some embodiments, male drivers have greater tactile needs when operating the steering wheel than female drivers; younger drivers have greater tactile needs when operating the steering wheel than older drivers; drivers with higher body types have greater tactile needs when operating the steering wheel than drivers with lower body types, and drivers with higher body types have greater strength than drivers with lower body types.

[0067] It should also be understood that the "operating current of the electromagnetic relay" in the above scheme affects the magnetic field strength of the electromagnet, and thus the degree to which the electromagnet attracts the metal disc. When the operating current is small, the magnetic field strength of the electromagnet is weak, and the degree to which the electromagnet attracts the metal block is relatively weak; when the operating current is large, the magnetic field strength of the electromagnet is strong, and the degree to which the electromagnet attracts the metal block is relatively strong. During the steering wheel rotation, the degree to which the electromagnet attracts the metal disc affects the deformation of the torsion spring, thereby affecting the hand force feedback provided to the driver.

[0068] In the above technical solution, the method determines the current driver's user characteristics and, based on these characteristics, determines the operating current used to energize the electromagnetic relay. In this way, the steer-by-wire controller can adaptively adjust the operating current of the electromagnetic relay based on the user characteristics during different driving strokes (one driving stroke per driver), providing the current driver with the required tactile feedback. Therefore, this method not only satisfies tactile feedback through electromagnetic relays, metal discs, and torsion springs, preventing unexpected dangers caused by the current driver losing tactile feedback when turning the steering wheel, but also meets the tactile feedback needs of different drivers, improving their driving experience.

[0069] In one possible implementation, the user characteristics include gender and / or body type class. The steer-by-wire controller determines the operating current of the electromagnetic relay based on these user characteristics, including: the steer-by-wire controller determining a first operating current based on the gender and a first correspondence, and assigning the first operating current as the operating current; the first correspondence indicating the correspondence between the driver's sample gender and the first sample operating current of the electromagnetic relay; or, the steer-by-wire controller determining a second operating current based on the body type class and a second correspondence, and assigning the second operating current as the operating current; the second correspondence indicating the correspondence between the driver's sample body type class and the second sample operating current of the electromagnetic relay; or, the steer-by-wire controller performing a weighted sum of the first and second operating currents based on a first weight and a second weight to obtain the operating current, the first weight indicating the contribution of the first operating current in determining the operating current, and the second weight indicating the contribution of the second operating current in determining the operating current, the first weight and the second weight being related to the vehicle type.

[0070] It should be understood that the "first correspondence" in the above scheme is obtained in advance through multiple experiments. For female drivers, in each of the multiple experiments, the electromagnetic relay is energized by the corresponding first test operating current, and a torsion spring provides the driver's hand force when multiple female drivers turn the steering wheel. These multiple female drivers also score each experiment. From the multiple experiments, at least one first candidate experiment with a score greater than the first preset score is determined, and the average value of the corresponding first test operating current in at least one first candidate experiment is determined as the first sample operating current corresponding to female (sample gender). Here, the variable in the multiple experiments is the first test operating current. Similarly, the first sample operating current corresponding to male (sample gender) is determined in the same way, thus establishing the first correspondence.

[0071] It should also be understood that the "second correspondence" in the above scheme is obtained in advance through multiple experiments. For multiple drivers of the first body size level, in each of the multiple experiments, the electromagnetic relay is energized by the corresponding second test operating current, and the torsion spring provides the driver's hand force when the multiple drivers turn the steering wheel. The multiple drivers also score each experiment. The second candidate experiment with the highest total score is determined from the multiple experiments, and the second test operating current corresponding to the second candidate experiment is determined as the second sample operating current corresponding to the first body size level (sample body size level). Here, the variable in the multiple experiments is the second test operating current. Similarly, the second sample operating current corresponding to other sample body size levels is determined in the same way, thus determining the second correspondence.

[0072] It should also be understood that the sum of the "first weight" and the "second weight" in the above scheme is the first preset value, which is 1.

[0073] It should also be understood that, in addition to determining the operating current of the electromagnetic relay by gender and / or body type, the operating current of the electromagnetic relay can also be determined by age. Specifically, a larger operating current is determined when the current driver's age falls within a preset age range; a smaller operating current is determined when the age does not fall within the preset age range, where the preset age range indicates that the current driver is a young adult. In some embodiments, the preset age range is... age.

[0074] In the above technical solution, the method provides three ways to determine the operating current of the electromagnetic relay based on user characteristics. The first and second methods determine the operating current using gender and body type, respectively. This avoids the phenomenon where the steer-by-wire controller cannot determine the gender or body type, and therefore cannot determine the operating current. Furthermore, the first and second correspondences are predetermined. When the driver is operating the steering wheel and has a need for tactile feedback, the steer-by-wire controller in this method can directly and quickly determine the operating current using either the first or second correspondence. The operating current is determined through a matching method based on multiple trials of the first or second correspondence, thus ensuring its accuracy. Moreover, if the steer-by-wire controller can simultaneously obtain the current driver's gender and body type, the method can use a first weight and a second weight to weight and sum the first and second operating currents to obtain the operating current. By comprehensively considering the current driver's gender and body type, it avoids determining an inaccurate operating current based on only a single influencing factor. Therefore, the third method in this method, which determines the operating current using gender and body type, can determine a more accurate operating current.

[0075] The method for determining the "first weight and second weight" is described in detail below.

[0076] The first method: Determined by vehicle type

[0077] In one possible implementation, the method for determining the first weight and the second weight includes: the steer-by-wire controller determining the vehicle type; if the vehicle type is a preset type, the steer-by-wire controller determining the first weight based on the vehicle's response speed in handling performance, the preset type being used to indicate that the vehicle type focuses on the handling performance of driving; the steer-by-wire controller determining the difference between the first preset value and the first weight as the second weight.

[0078] It should be understood that the "preset type" in the above scheme specifically refers to a vehicle type with high driving handling performance. In some embodiments, the preset type includes sports car type, racing car type, and sports sedan type. Furthermore, the "first preset value" in the above scheme is 1.

[0079] It should also be understood that "handling performance" in the above scheme refers to the degree of difference between the result achieved by the driver through operating the steering wheel (wheel), brake (brake pedal), accelerator (accelerator pedal), and utilizing various vehicle technologies and configurations during driving, and the expected goal. This handling performance includes the vehicle's steering stability, pointing, and tracking. Steering stability refers to the vehicle's ability to maintain a stable driving direction as given by the driver. Pointing refers to the wheels' ability to follow the driver's steering wheel movements. Tracking refers to the rear wheels' ability to follow the front wheels' rotation angle and to corner during vehicle cornering.

[0080] It should also be understood that the "response speed in handling performance" in the above scheme is an indicator used to evaluate handling performance, referring to the time difference between the moment the driver gives a control command and the moment the vehicle executes the control command. In some embodiments, the time difference between the moment the driver manipulates the steering wheel and the moment the wheels turn is the response speed.

[0081] In the aforementioned technical solution, for the preset type of vehicle, greater emphasis is placed on the driver's precise experience of handling performance. Differences in reaction speed and operating habits between female and male drivers significantly impact the handling of the preset type of vehicle. Therefore, gender plays a larger role in the requirement for precise handling feel, meaning the first weight is greater than the second weight. Thus, this method can accurately determine the first weight, and subsequently the second weight, based on the response speed of the preset type of vehicle in terms of handling performance.

[0082] In some embodiments, the steer-by-wire controller determines the first weight based on the vehicle's response speed in terms of handling performance, including: the steer-by-wire controller determining the absolute value of the time difference between the response speed and a preset response speed to obtain a target time difference; the steer-by-wire controller obtaining the deviation magnitude of the response speed relative to the preset response speed by the ratio of the target time difference to the preset response speed; the steer-by-wire controller determining the product between the preset weight and the deviation magnitude to obtain a weight adjustment amount; if the response speed is greater than the preset response speed, the steer-by-wire controller determining the sum of the preset weight and the weight adjustment amount as the first weight; if the response speed is less than or equal to the preset response speed, the steer-by-wire controller determining the preset weight as the first weight.

[0083] It should be understood that in the above scheme, "preset response speed" refers to the average response speed of multiple sample vehicles in terms of handling performance. The "preset weight" is 0.5.

[0084] In the above technical solution, the method determines the deviation of the vehicle's response speed in terms of handling performance from a preset response speed. Based on the relationship between the actual response speed and the preset response speed, as well as the deviation range, a preset weight is adjusted to determine a first weight. Specifically, when the actual response speed is greater than the preset response speed, it indicates that the vehicle of the preset type has high handling performance. Therefore, this method adds a weight to the preset weight to obtain the first weight, satisfying the driver's high demand for precise handling performance. When the actual response speed is less than or equal to the preset response speed, the preset weight can be directly determined as the first weight to satisfy the driver's basic requirements for handling performance.

[0085] The second method: Determining through investigation.

[0086] In some embodiments, the first weight and the second weight are also related to the proportions of importance that drivers of different genders perceive in the feel requirements, respectively. The method for determining the first weight and the second weight includes: the steer-by-wire controller acquiring survey results, which refer to the survey results of each of the first number of female drivers and the second number of male drivers perceiving the proportion of importance of gender in the feel requirements; the steer-by-wire controller filtering out target survey results from the survey results, which are used to indicate that a third number of female drivers perceive the proportion of importance of gender in the feel requirements as the first proportion, and a fourth number of male drivers perceive the proportion of importance of gender in the feel requirements as the second proportion. The subjective evaluation of the first number of female drivers has the largest weight among their subjective evaluations, and the subjective evaluation of the fourth number of male drivers has the largest weight among their subjective evaluations of the second number of male drivers. The steer-by-wire controller determines the ratio between the third number and the first number to obtain a first coefficient, and determines the ratio between the fourth number and the second number to obtain a second coefficient. The steer-by-wire controller determines the product between the first coefficient and the first ratio to obtain a first candidate weight, and determines the product between the second coefficient and the second ratio to obtain a second candidate weight. The steer-by-wire controller determines the sum of the first candidate weight and the second candidate weight as the first weight. The steer-by-wire controller determines the difference between the first preset value and the first weight as the second weight.

[0087] It should be understood that the statement in the above scheme that "the subjective evaluation of the third number of female drivers carries the greatest weight in the subjective evaluation of the first number of female drivers" means that among the first number of female drivers, the vast majority (the third number) of female drivers believe that gender is the most important factor in the need for tactile feedback. Similarly, the statement in the above scheme that "the subjective evaluation of the fourth number of male drivers carries the greatest weight in the subjective evaluation of the second number of male drivers" means that among the second number of male drivers, the vast majority (the fourth number) of male drivers believe that gender is the most important factor in the need for tactile feedback.

[0088] In some embodiments, the second quantity is the same as the first quantity.

[0089] In the aforementioned technical solution, this method directly analyzes the survey results regarding the importance ratio of gender in tactile feedback between female and male drivers. This provides a concrete and intuitive understanding of the impact of gender factors on tactile feedback. Furthermore, by combining the first, second, third, and fourth quantities, the proportion of female drivers who consider gender to be of the highest importance ratio in tactile feedback, and the proportion of male drivers who consider it of the second highest importance ratio, can be determined. Therefore, this method can accurately obtain the first and second weights based on the survey results regarding the importance ratio of gender in tactile feedback from drivers of different genders.

[0090] The third method: determining it from a physiological perspective.

[0091] In some embodiments, the first weight and the second weight are also related to the difference in force feedback requirements between male and female drivers when operating the steering wheel. The method for determining the first weight and the second weight includes: the steer-by-wire controller acquiring a target physiological parameter, which indicates the target degree to which the female driver's requirement for force feedback is lower than that of the male driver when operating the steering wheel; and the steer-by-wire controller determining the first weight and the second weight based on the target degree and a first preset value.

[0092] It should be understood that the “degree of the objective” in the above scheme can be represented by a percentage.

[0093] In some embodiments, the steer-by-wire controller determines the first weight and the second weight based on the target degree and a first preset value, including: the steer-by-wire controller determines the first weight and the second weight based on the following formulas (1) and (2);

[0094] (1)

[0095] (2)

[0096] in, This is the first weight. For this second weight, For this target level, the first preset value is 1.

[0097] The process of "controlling the electromagnetic relay to be energized" is further described in detail below by changing the stiffness of the torsion spring.

[0098] In one possible implementation, the torsion spring is a torsion spring with variable stiffness, and the steer-by-wire controller controls the electromagnetic relay to be energized, including: when the current driver in the vehicle is different from the historical driver of the previous trip, the steer-by-wire controller determines the target stiffness to which the torsion spring should be adjusted based on the user characteristics of the current driver; the steer-by-wire controller adjusts the current stiffness of the torsion spring to the target stiffness and controls the electromagnetic relay to be energized.

[0099] It should be understood that the "variable stiffness torsion spring" in the above scheme refers to a torsion spring whose stiffness can be changed during vehicle operation. The initial state of the torsion spring can be changed by methods such as pre-compression or pre-torsion, thereby changing the stiffness of the torsion spring. In addition, the stiffness of the torsion spring can also be dynamically adjusted by using electronically controlled actuators or solenoid valves.

[0100] In the above technical solution, the method determines the target stiffness of the torsion spring based on the current driver's user characteristics. In this way, the steer-by-wire controller can adaptively adjust the current stiffness of the torsion spring according to user characteristics in different driving strokes (one driving stroke per driver), providing the current driver with the required tactile feedback when turning the steering wheel. Therefore, this method not only satisfies tactile requirements through electromagnetic relays, metal discs, and torsion springs, preventing unexpected dangers caused by the current driver losing tactile feedback when turning the steering wheel, but also meets the tactile needs of different drivers, improving the driving experience for different drivers.

[0101] In some embodiments, the variable stiffness torsion spring comprises a double-layer spring or a multi-segment spring.

[0102] In some embodiments, the method for determining that the current driver in the vehicle is different from the historical driver of the previous trip includes: the steer-by-wire controller acquiring a first image of the current driver through an onboard camera, and acquiring a second image of the historical driver through the onboard camera; the steer-by-wire controller comparing the first image with the second image, and determining that the current driver is different from the historical driver if the similarity between the first image and the second image is less than a preset similarity.

[0103] It should be understood that the shooting angle and distance of the "vehicle-mounted camera" when acquiring the current driver are the same as those when acquiring the historical drivers. Furthermore, in some embodiments, this preset similarity is 70%.

[0104] In some embodiments, the user characteristics include gender and / or body type class. The steer-by-wire controller determines a target stiffness to which the torsion spring should be adjusted based on the current driver's user characteristics, including: the steer-by-wire controller determining a first stiffness based on the gender and a third correspondence, and setting the first stiffness as the target stiffness, the third correspondence indicating the correspondence between a sample gender of the driver and a first sample stiffness to which the torsion spring should be adjusted; or, the steer-by-wire controller determining a second stiffness based on the body type class and a fourth correspondence, and setting the second stiffness as the target stiffness, the fourth correspondence indicating the correspondence between a sample body type of the driver and a second sample stiffness to which the torsion spring should be adjusted; or, the steer-by-wire controller performing a weighted sum of the first stiffness and the second stiffness based on a third weight and a fourth weight to obtain the target stiffness, the third weight indicating the contribution of the first stiffness in determining the target stiffness, and the fourth weight indicating the contribution of the second stiffness in determining the target stiffness, the third weight and the fourth weight being related to the vehicle type.

[0105] It should be understood that the "third correspondence" in the above scheme is obtained in advance through multiple experiments. For female drivers, in each of the multiple experiments, the current stiffness of the torsion spring is adjusted according to the corresponding first test stiffness, and the torsion spring provides the driver's hand force when multiple female drivers turn the steering wheel, and the multiple female drivers score each experiment. From the multiple experiments, at least one third candidate experiment with a score greater than the second preset score is determined, and the average value of the first test stiffness corresponding to the at least one third candidate experiment is determined as the first sample stiffness corresponding to female (sample gender). Here, the variable in the multiple experiments is the first test stiffness. Similarly, the first sample stiffness corresponding to male (sample gender) is determined in the same way as above, and then the third correspondence is determined.

[0106] It should also be understood that the "fourth correspondence" in the above scheme is obtained in advance through multiple experiments. For multiple drivers of the second body size level, in each of the multiple experiments, the current stiffness of the torsion spring is adjusted according to the corresponding second test stiffness, and the torsion spring provides the driver's hand force when the multiple drivers turn the steering wheel, and the multiple drivers score each experiment. The fourth candidate experiment with the highest total score is determined from the multiple experiments, and the second test stiffness corresponding to the fourth candidate experiment is determined as the second sample stiffness corresponding to the second body size level (sample body size level). Here, the variable in the multiple experiments is the second test stiffness. Similarly, the second sample stiffness corresponding to other sample body size levels is determined in the same way as above, and thus the fourth correspondence is determined.

[0107] It should also be understood that the sum of the "third weight" and the "fourth weight" in the above scheme is the first preset value.

[0108] It should also be understood that the process of determining the third and fourth weights is the same as the process of determining the first and second weights in the aforementioned scheme, and will not be repeated here.

[0109] In some embodiments, the method 200 further includes: in the event of a failure of the steering column motor, the steer-by-wire controller controls the vehicle display screen to output a reminder message, which is used to remind the driver that the steering column motor has failed and to remind the driver to drive cautiously.

[0110] In some embodiments, after step 201, the method 200 further includes: the steer-by-wire controller illuminating a first indicator light in the vehicle to remind the driver that a function to maintain driver hand strength is activated, the function being implemented via an electromagnetic relay on a first steering column, a torsion spring wound on a second steering column, and a metal disc on the torsion spring.

[0111] In some embodiments, the method 200 further includes: after restarting the vehicle, the steer-by-wire controller controls the function of maintaining driver hand force to be turned off.

[0112] Step 202: The steer-by-wire controller receives the steering wheel rotation command. The first steering column rotates with the steering wheel rotation, thereby driving the electromagnetic relay and the attracted metal disc to rotate, and driving the torsion spring to rotate, so that the torsion spring generates rotational force to provide hand force feedback.

[0113] It should be understood that in step 202 above, the first steering column is connected to the steering wheel, and the electromagnetic relay is connected to the first steering column. When the driver turns the steering wheel, the first steering column and the electromagnetic relay will rotate with the steering wheel. At this time, the electromagnetic relay is still energized, and the electromagnet in the electromagnetic relay attracts the metal disc below. Therefore, during the rotation of the electromagnetic relay, it can drive the attracted metal disc to rotate. A torsion spring is connected below the metal disc, so the rotation of the metal disc can drive the torsion spring to rotate. In this way, the torsion spring generates rotational force, thereby providing hand force feedback to the driver. Here, rotational force refers to the force resisting rotation generated when the torsion spring rotates and attempts to return to its original state.

[0114] In some embodiments, the method 200 further includes: when the steering column motor is not malfunctioning, the steer-by-wire controller acquires the rotation angle and speed of the steering wheel; the steer-by-wire controller determines the output torque based on the rotation angle and the speed; and the steer-by-wire controller controls the steering column motor to output the output torque to simulate the current driver's feel.

[0115] It should be understood that "steering column motor not malfunctioning" in the above scheme means that the steering column motor can provide appropriate resistance and feedback when the driver operates the steering wheel. In some embodiments, "steering column motor not malfunctioning" is used to indicate that when the driver turns the steering wheel (steering wheel rotation angle is greater than 0°), the output torque of the steering column motor is greater than 0. .

[0116] Figure 3 is a schematic diagram of a device for maintaining the driver's hand strength according to an embodiment of this application.

[0117] For example, as shown in FIG3, the device is installed in a steer-by-wire system in a vehicle. The steer-by-wire system includes a steering wheel and a steering column motor on a first steering column connected to the steering wheel. The device 300 includes:

[0118] The first steering column 301, the electromagnetic relay 302 on the first steering column 301, the outer shell 303 of the steering column, the second steering column 304 fixed to the inner wall of the outer shell 303 of the steering column, the torsion spring 305 wound on the second steering column 304, and the metal disc 306 connected to the torsion spring 305, wherein when the electromagnetic relay 302 is not energized, the electromagnet in the electromagnetic relay 302 is separated from the metal disc 306;

[0119] The electromagnetic relay 302 is used for:

[0120] In the event of a failure of the steering column motor, the metal disc 306 is attracted by the electromagnet while the power is on.

[0121] Upon receiving a steering wheel rotation command, the steering wheel and the first steering column 301 rotate together, thereby causing the engaged metal disc 306 to rotate and the torsion spring 305 to rotate, so that the torsion spring 305 generates rotational force to provide hand force feedback.

[0122] It should be understood that the "first steering column" and "second steering column" in the aforementioned device 300 refer to dividing the original steering column into upper and lower parts, and installing an outer shell (the outer shell of the steering column) around the first and second steering columns. The upper part of the steering column is the first steering column, and the lower part is the second steering column. One end of the first steering column is connected to the steering wheel, and the other end is connected to an electromagnetic relay. A torsion spring is wound around one end of the second steering column, and the torsion spring is connected to a metal disc. The other end of the second steering column is fixed to the inner wall of the outer shell of the steering column. When the electromagnetic relay is not energized, the electromagnet in the electromagnetic relay is separated from the metal disc, as shown in Figure 3. When the electromagnetic relay is energized, the electromagnet in the electromagnetic relay is attracted to the metal disc. That is, when the electromagnetic relay is not energized, the electromagnetic relay and the metal disc are a certain distance apart, while when the electromagnetic relay is energized, the distance between the electromagnetic relay and the metal disc is 0.

[0123] Figure 4 is a schematic diagram of another device for maintaining the driver's hand strength provided in an embodiment of this application.

[0124] For example, the device is installed in a vehicle with a steer-by-wire system, which includes a steering wheel, a first steering column connected to the steering wheel, a steering column motor and an electromagnetic relay on the first steering column, a second steering column fixed to the inner wall of the steering column housing, and a torsion spring wound on the second steering column. The torsion spring is used to connect a metal disc. When the electromagnetic relay is not energized, the electromagnet in the electromagnetic relay is separated from the metal disc, as shown in Figure 4. The device 400 for maintaining the driver's hand strength includes:

[0125] Control module 401 is used to control the electromagnetic relay to be energized in the event of a failure of the steering column motor. When the electromagnetic relay is energized, the electromagnet is attracted to the metal disc.

[0126] The receiving module 402 is used to receive the steering wheel rotation command. The first steering column rotates with the rotation of the steering wheel to drive the electromagnetic relay and the attracted metal disc to rotate, and drive the torsion spring to rotate so that the torsion spring generates rotational force to provide hand force feedback.

[0127] In one possible implementation, the device 400 for maintaining the driver's hand strength further includes: a detection module for detecting the steering wheel rotation angle in the event of a failure of the steering column motor; and a control module 401 specifically for controlling the electromagnetic relay to be energized when the rotation angle is a preset angle.

[0128] In one possible implementation, the device 400 for maintaining the driver's hand strength further includes: a determining module, configured to: determine the user characteristics of the current driver in the vehicle, the user characteristics being related to the current driver's hand feel requirements when operating the steering wheel; and determine the operating current of the electromagnetic relay based on the user characteristics; the control module 401 is further configured to control the electromagnetic relay to be energized according to the operating current.

[0129] In one possible implementation, the user characteristics include gender and / or body type class. The determining module is specifically used to: determine a first operating current based on the gender and a first correspondence, and define the first operating current as the operating current, wherein the first correspondence is used to indicate the correspondence between the driver's sample gender and the first sample operating current of the electromagnetic relay; or, determine a second operating current based on the body type class and a second correspondence, and define the second operating current as the operating current, wherein the second correspondence is used to indicate the correspondence between the driver's sample body type class and the second sample operating current of the electromagnetic relay; or, perform a weighted summation of the first operating current and the second operating current based on a first weight and a second weight to obtain the operating current, wherein the first weight is used to indicate the contribution of the first operating current in determining the operating current, and the second weight is used to indicate the contribution of the second operating current in determining the operating current, wherein the first weight and the second weight are related to the vehicle type of the vehicle.

[0130] In one possible implementation, the determining module is further configured to: determine the vehicle type of the vehicle; if the vehicle type is a preset type, determine the first weight based on the response speed of the vehicle in terms of handling performance, wherein the preset type is used to indicate that the vehicle type focuses on the handling performance of driving; and determine the difference between the first preset value and the first weight as the second weight.

[0131] In one possible implementation, the determining module is further configured to: obtain a target time difference based on the absolute value of the time difference between the response speed and the preset response speed; determine the ratio between the target time difference and the preset response speed as the deviation amplitude of the response speed relative to the preset response speed; obtain a weight adjustment amount based on the product of the preset weight and the deviation amplitude; determine the sum of the preset weight and the weight adjustment amount as the first weight when the response speed is greater than the preset response speed; and determine the preset weight as the first weight when the response speed is less than or equal to the preset response speed.

[0132] In one possible implementation, the determining module is further configured to: acquire target physiological parameters, which indicate the degree to which a female driver's need for force feedback is lower than that of a male driver when operating the steering wheel; and determine a first weight and a second weight based on the target degree and a first preset value.

[0133] In one possible implementation, the determining module is further configured to: determine the first relational expression corresponding to the target degree and the second relational expression corresponding to the first preset value, respectively, wherein the difference between the second weight and the first weight in the first relational expression is the target degree, and the sum of the second weight and the first weight in the second relational expression is the first preset value; and obtain the first weight and the second weight based on the first relational expression and the second relational expression.

[0134] In one possible implementation, the torsion spring is a torsion spring with variable stiffness. The determining module is further configured to determine the target stiffness to which the torsion spring should be adjusted based on the user characteristics of the current driver when the current driver in the vehicle is different from the historical driver of the previous trip. The control module is further configured to adjust the current stiffness of the torsion spring to the target stiffness and control the electromagnetic relay to be energized.

[0135] In one possible implementation, user characteristics include gender and / or body type class. The determination module is further configured to: determine a first stiffness based on gender and a third correspondence, and set the first stiffness as the target stiffness, wherein the third correspondence indicates the correspondence between the driver's sample gender and the first sample stiffness to which the torsion spring should be adjusted; or, determine a second stiffness based on body type class and a fourth correspondence, and set the second stiffness as the target stiffness, wherein the fourth correspondence indicates the correspondence between the driver's sample body type class and the second sample stiffness to which the torsion spring should be adjusted; or, perform a weighted summation of the first stiffness and the second stiffness based on a third weight and a fourth weight to obtain the target stiffness, wherein the third weight indicates the contribution of the first stiffness in determining the target stiffness, and the fourth weight indicates the contribution of the second stiffness in determining the target stiffness.

[0136] In one possible implementation, the determining module is further configured to: acquire a first image of the current driver and a second image of a historical driver; determine the similarity between the first image and the second image based on the first image and the second image; and determine that the current driver is different from the previously formed historical driver if the similarity between the first image and the second image is less than a preset similarity.

[0137] In one possible implementation, the determining module is further configured to: determine whether the steering wheel and the steering column motor are in a target fault state, wherein the target fault state indicates that the rotation angle of the steering wheel is greater than a preset angle and the output torque of the steering column motor is a preset torque; determine that the steering column motor has failed if the steering wheel and the steering column motor are in the target fault state; or determine that the steering column motor has failed if the steering wheel and the steering column motor are in the target fault state and the duration of the target fault state is greater than a preset duration.

[0138] In one possible implementation, in the event of a steering column motor failure, the control module 401 is further configured to: control the vehicle display screen to output a reminder message, the reminder message being used to alert the driver that the steering column motor has failed and to remind the driver to drive cautiously.

[0139] Figure 5 is a structural schematic diagram of a vehicle provided in an embodiment of this application.

[0140] For example, as shown in FIG5, the vehicle 500 includes a memory 501 and a processor 502, wherein the memory 501 stores executable program code 503, and the processor 502 is used to call and execute the executable program code 503 to perform a method for maintaining the driver's hand strength.

[0141] Figure 6 is a schematic diagram of another vehicle structure provided in an embodiment of this application.

[0142] For example, as shown in FIG6, the vehicle 600 includes the device 300 for maintaining the driver's hand strength.

[0143] Furthermore, embodiments of this application also protect an apparatus that may include a memory and a processor, wherein the memory stores executable program code, and the processor is used to call and execute the executable program code to perform a method for maintaining driver hand strength provided in embodiments of this application.

[0144] This embodiment can divide the device into functional modules based on the above method example. For example, each module can correspond to a separate function, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0145] When each functional module is divided according to its corresponding function, the device may further include a control module, a receiving module, a detection module, and a determination module. It should be noted that all relevant content in the above method embodiments can be referenced in the functional descriptions of the corresponding functional modules, and will not be repeated here.

[0146] It should be understood that the device provided in this embodiment is used to perform the above-described method for maintaining the driver's hand strength, and therefore can achieve the same effect as the above-described implementation method.

[0147] When using an integrated unit, the device may include a processing module and a storage module. When the device is applied to a vehicle, the processing module can be used to control and manage the vehicle's movements. The storage module can be used to support the vehicle in executing relevant executable program code.

[0148] The processing module may be a processor or a controller, which can implement or execute various exemplary logic blocks, modules, and circuits shown in conjunction with the disclosure of this application. The processor may also be a combination of functions that implement computing capabilities, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc., and the storage module may be a memory.

[0149] In addition, the device provided in the embodiments of this application may specifically be a chip, component or module. The chip may include a connected processor and a memory. The memory is used to store instructions. When the processor calls and executes the instructions, the chip can execute a method for maintaining the driver's hand strength provided in the above embodiments.

[0150] This embodiment also provides a computer-readable storage medium storing executable program code. When the executable program code is run on a computer, the computer performs the aforementioned method steps to implement the method for maintaining driver hand strength provided in the above embodiment.

[0151] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned steps to achieve the method for maintaining a driver's hand strength provided in the above embodiment.

[0152] In this embodiment, the device, computer-readable storage medium, computer program product, or chip are all used to execute the corresponding methods provided above. Therefore, the beneficial effects they can achieve can be referred to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0153] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0154] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative. For instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0155] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method of maintaining driver hand strength, wherein, The method is applied to a vehicle with a steer-by-wire system, the steer-by-wire system comprising a steering wheel, a first steering column connected with the steering wheel, a steering column motor and an electromagnetic relay on the first steering column, a second steering column fixed on the inner wall of the housing of the steering column, and a torsion spring wound on the second steering column, the torsion spring being used to connect a metal disc, the electromagnet in the electromagnetic relay being separated from the metal disc when the electromagnetic relay is not powered, and the method comprising: In the case of a failure of the steering column motor, controlling the electromagnetic relay to be in a powered state, the electromagnet being attracted to the metal disc when the electromagnetic relay is powered; Receiving a rotation instruction of the steering wheel, the first steering column rotating with the rotation of the steering wheel to drive the electromagnetic relay and the attracted metal disc to rotate, and drive the torsion spring to rotate, so that the torsion spring generates a rotational force to provide a hand force feedback.

2. The method of claim 1, wherein, The controlling the electromagnetic relay to be in a powered state in the case of a failure of the steering column motor comprises: In the case of a failure of the steering column motor, detecting the rotation angle of the steering wheel; In the case that the rotation angle is a preset angle, controlling the electromagnetic relay to be in a powered state.

3. The method according to claim 1 or 2, characterized in that, The controlling the electromagnetic relay to be in a powered state comprises: Determining a user feature of a current driver in the vehicle, the user feature being related to the hand feeling demand of the current driver when operating the steering wheel; Based on the user feature, determining a working current of the electromagnetic relay; According to the working current, controlling the electromagnetic relay to be in a powered state.

4. The method of claim 3, wherein, The user feature comprises gender and / or body type level, and the determining the working current of the electromagnetic relay based on the user feature comprises: Based on the gender and a first corresponding relationship, determining a first working current, and determining the first working current as the working current, the first corresponding relationship being used to indicate a corresponding relationship between a sample gender of a driver and a first sample working current of an electromagnetic relay; or, Based on the body type level and a second corresponding relationship, determining a second working current, and determining the second working current as the working current, the second corresponding relationship being used to indicate a corresponding relationship between a sample body type level of a driver and a second sample working current of an electromagnetic relay; or, Based on a first weight and a second weight, performing weighted summation on the first working current and the second working current to obtain the working current, the first weight being used to indicate the contribution degree of the first working current when determining the working current, and the second weight being used to indicate the contribution degree of the second working current when determining the working current, the first weight and the second weight being related to the vehicle type of the vehicle.

5. The method of claim 4, wherein, The determination method of the first weight and the second weight comprises: Determining the vehicle type of the vehicle; In a case where the vehicle type is a preset type, the first weight is determined based on a response speed of the vehicle in handling performance, the preset type being used to indicate that the vehicle type pays attention to the handling performance of the vehicle driving; A difference between the first preset value and the first weight is determined as the second weight.

6. The method of claim 5, wherein, The first weight is determined based on the response speed of the vehicle in handling performance, including: A target time difference is obtained based on an absolute value of a time difference between the response speed and a preset response speed; A ratio between the target time difference and the preset response speed is determined as a deviation amplitude of the response speed relative to the preset response speed; A weight adjustment amount is obtained based on a product between a preset weight and the deviation amplitude; In a case where the response speed is greater than the preset response speed, a sum of the preset weight and the weight adjustment amount is determined as the first weight; In a case where the response speed is less than or equal to the preset response speed, the preset weight is determined as the first weight.

7. The method of claim 4, wherein, The determination method of the first weight and the second weight includes: A target physiological parameter is obtained, the target physiological parameter being used to indicate that a female driver has a lower demand for force feedback than a male driver when operating a steering wheel; The first weight and the second weight are determined based on the target degree and a first preset value.

8. The method of claim 7, wherein, The first weight and the second weight are determined based on the target degree and a first preset value, including: A first relationship corresponding to the target degree and a second relationship corresponding to the first preset value are respectively determined, a difference between the second weight and the first weight in the first relationship being the target degree, a sum of the second weight and the first weight in the second relationship being the first preset value; The first weight and the second weight are obtained based on the first relationship and the second relationship.

9. The method of any one of claims 1 to 8, wherein, The torsion spring is a torsion spring with variable stiffness, and the control of the electromagnetic relay in the energized state includes: In a case where a current driver in the vehicle is different from a historical driver of a previous trip, a target stiffness to which the torsion spring should be adjusted is determined based on a user feature of the current driver; The current stiffness of the torsion spring is adjusted to the target stiffness, and the electromagnetic relay is controlled to be in the energized state.

10. The method of claim 9, wherein, The user feature includes gender and / or body type level, and the target stiffness to which the torsion spring should be adjusted is determined based on the user feature of the current driver, including: A first stiffness is determined based on the gender and a third corresponding relationship, and the first stiffness is determined as the target stiffness, the third corresponding relationship being used to indicate a corresponding relationship between a sample gender of a driver and a first sample stiffness to which a torsion spring should be adjusted; or, A second stiffness is determined based on the body type level and a fourth corresponding relationship, and the second stiffness is determined as the target stiffness, the fourth corresponding relationship being used to indicate a corresponding relationship between a sample body type level of a driver and a second sample stiffness to which a torsion spring should be adjusted; or, The first stiffness and the second stiffness are weighted and summed based on a third weight and a fourth weight to obtain the target stiffness, the third weight being used to indicate a contribution degree of the first stiffness when the target stiffness is determined, and the fourth weight being used to indicate a contribution degree of the second stiffness when the target stiffness is determined.

11. The method of claim 9 or 10, wherein, The method further comprises: obtaining a first image of the current driver and a second image of the historical driver; determining a similarity between the first image and the second image based on the first image and the second image; in a case where the similarity between the first image and the second image is less than a preset similarity, determining that the current driver is different from the historical driver formed last time.

12. The method of claim 1 or 2, wherein, The method for determining the failure of the steering column motor comprises: determining whether the steering wheel and the steering column motor are in a target failure state, the target failure state being used to indicate that a rotation angle of the steering wheel is greater than a preset angle and an output torque of the steering column motor is a preset torque; in a case where the steering wheel and the steering column motor are in the target failure state, determining that the steering column motor fails; or, in a case where the steering wheel and the steering column motor are in the target failure state and a duration of being in the target failure state is greater than a preset duration, determining that the steering column motor fails.

13. The method of any one of claims 1 to 12, wherein, in a case where the steering column motor fails, the method further comprises: controlling a vehicle display screen to output a prompt information, the prompt information being used to prompt that the steering column motor fails and prompt the driver to drive carefully.

14. A vehicle, wherein, The vehicle comprises: a memory for storing executable program code; a processor for calling and running the executable program code from the memory, so that the vehicle executes the method as claimed in any one of claims 1 to 13.

15. A computer readable storage medium, wherein, The computer readable storage medium stores executable program code, when the executable program code is executed, the method as claimed in any one of claims 1 to 13 is implemented.

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