Steering control method, controller, control device, vehicle and program product

Abstract

A steering control method, comprising: acquiring tire blowout information, the tire blowout information being used for indicating that a first tire has a tire blowout and determining first power steering torque, wherein when the steering angle of a steering wheel to the left is the same as the steering angle of the steering wheel to the right, the values of the first power steering torque are different; and outputting the first power steering torque. By taking the tire blowout information into account, asymmetric power steering torque is provided for a steering mechanism, that is, when the steering angle of the steering wheel to the left is the same as the steering angle of the steering wheel to the right, the outputted power steering torque is different. Also disclosed are a controller using the control method, a control device, a vehicle and a program product. The method can differentially suppress driver misoperations of steering wheels according to specific situations in the event of tire blowouts, thereby reducing the risk of driving safety.

Description

A steering control method, controller, control device, vehicle, and program product. Technical Field

[0001] This application relates to the field of vehicles, and more particularly to a steering control method, controller, control device, vehicle, and program product. Background Technology

[0002] Tire blowouts are a relatively common type of accident. In a tire blowout scenario, the friction between the blown tire and the ground is much greater than that between the tire and the ground, causing the vehicle to veer off course.

[0003] If the driver makes a mistake in steering after a tire blowout (such as making a sudden turn), it will exacerbate the vehicle's yaw and pose a significant driving safety risk, such as causing a rollover. Summary of the Invention

[0004] This application provides a steering control method, controller, control device, vehicle, and program product, which aims to suppress driver misoperation of the steering wheel when a tire blowout occurs, thereby reducing driving safety risks.

[0005] In a first aspect, this application provides a steering control method that can be applied to a vehicle. The steps of the method can be executed by the vehicle, or the method can be executed by components (such as chips, chip systems, steering controllers, steering control devices, etc.) configured in the vehicle, or it can be implemented by logic modules or software capable of realizing all or part of the vehicle functions. This application does not limit the scope of the method.

[0006] For example, the method includes: acquiring tire blowout information, the tire blowout information indicating that a first tire has blown out, and determining a first steering assist torque, wherein the value of the first steering assist torque is different when the steering angle to the left and the steering angle to the right of the steering wheel are the same; and outputting the first steering assist torque.

[0007] Based on the above technical content, by taking into account tire blowout information, asymmetrical steering assist torque is provided to the steering mechanism. That is, when the steering wheel turns to the left and to the right at the same angle, the output steering assist torque is different. Thus, when a tire blowout occurs, the driver's misoperation of the steering wheel can be suppressed differently according to the specific situation, thereby reducing driving safety risks.

[0008] In conjunction with the first aspect, in some possible implementations, the method further includes: obtaining the steering wheel angle; and determining the first steering assist torque based on the steering wheel angle and the tire blowout information.

[0009] In conjunction with the first aspect, in some possible implementations, the first steering assist torque T1 satisfies: T1 = Th + Tr × α; where Th represents the original steering assist torque, which is determined based on the driver's hand torque, vehicle speed, and steering wheel angle; Tr represents the initial suppression torque, which is determined based on the tire blowout information, vehicle speed, and steering wheel angle; and α represents the misoperation suppression weight coefficient, which is greater than or equal to 1 and is related to the vehicle speed, steering wheel angular velocity, or driver's hand torque, which is the torque applied by the driver to the steering wheel.

[0010] In conjunction with the first aspect, in some possible implementations, after outputting the first steering assist torque, the method further includes: outputting a second steering assist torque T2 when the direction of Tr is the same as that of the driver's hand torque, the second steering assist torque T2 satisfying: T2=Th+Tr×β, where β represents the return-to-center suppression weight coefficient, β is less than or equal to 1, and β is related to the vehicle speed, the steering wheel angular velocity, or the driver's hand torque.

[0011] Considering the combined effect of the original suppressing torque and the return torque applied to the steering wheel by the driver, which can cause unexpected steering when the steering wheel is accidentally returned to center, potentially leading to loss of steering control, the driving safety risk can be further reduced by recalculating the steering assist torque and outputting it when the vehicle is in a return-to-center scenario.

[0012] In conjunction with the first aspect, in some possible implementations, the method further includes: alerting the driver via audio and / or flashing status lights when the absolute value of the steering wheel angle exceeds a safety threshold.

[0013] If the absolute value of the steering wheel angle exceeds the safety threshold, timely reminders to the driver can reduce the probability of escalating misoperation due to driver panic.

[0014] Secondly, this application provides a steering controller for: acquiring tire blowout information, the tire blowout information indicating that a first tire has blown out, and determining a first steering assist torque, wherein the value of the first steering assist torque is different when the steering angle to the left and the steering angle to the right of the steering wheel are the same; and outputting the first steering assist torque.

[0015] Based on the above technical content, the steering controller can provide asymmetrical steering assist torque to the steering mechanism based on tire blowout information. That is, when the steering wheel turns to the left and to the right at the same angle, the output steering assist torque is different. Therefore, when a tire blowout occurs, the controller can suppress the driver's misoperation of the steering wheel in a differentiated manner according to the specific situation, thereby reducing driving safety risks.

[0016] In conjunction with the second aspect, in some possible implementations, the steering controller is also used to: acquire the steering wheel angle; and determine the first steering assist torque based on the steering wheel angle and the tire blowout information.

[0017] In conjunction with the second aspect, in some possible implementations, the first steering assist torque T1 satisfies: T1 = Th + Tr × α; where Th represents the original steering assist torque, which is determined based on the driver's hand torque, vehicle speed, and steering wheel angle; Tr represents the initial suppression torque, which is determined based on the tire blowout information, vehicle speed, and steering wheel angle; and α represents the misoperation suppression weight coefficient, which is greater than or equal to 1 and is related to the vehicle speed, steering wheel angular velocity, or driver's hand torque, which is the torque applied by the driver to the steering wheel.

[0018] In conjunction with the second aspect, in some possible implementations, the steering controller is also used to: output a second steering assist torque T2 when the direction of Tr is the same as that of the driver's hand torque, the second steering assist torque T2 satisfying: T2=Th+Tr×β, where β represents the return-to-center suppression weight coefficient, β is less than or equal to 1, and β is related to the vehicle speed, the steering wheel angular velocity, or the driver's hand torque.

[0019] Considering the combined effect of the original suppressing torque and the return torque applied to the steering wheel by the driver, which can cause unexpected steering when the steering wheel is accidentally returned to center, potentially leading to loss of steering control, the steering assist torque is recalculated and output when the vehicle is determined to be in a return-to-center scenario, which can further reduce driving safety risks.

[0020] In conjunction with the second aspect, in some possible implementations, the steering controller is also used to: alert the driver via audio and / or flashing status lights when the absolute value of the steering wheel angle exceeds a safety threshold.

[0021] If the absolute value of the steering wheel angle exceeds the safety threshold, timely reminders to the driver can reduce the probability of escalating misoperation due to driver panic.

[0022] In combination with the first and second aspects, in some possible implementations, the first tire is the left front wheel, and when the steering wheel angle is greater than the first threshold, the direction of the first steering assist torque is opposite to the first direction; or, when the steering wheel angle is less than the first threshold, the direction of the first steering assist torque is the same as the first direction; wherein, the first direction is the direction in which the vehicle deviates due to a tire blowout.

[0023] In combination with the first and second aspects, in some possible implementations, the first tire is the right front wheel, the steering wheel angle is obtained, and when the steering wheel angle is less than a second threshold, the direction of the first steering assist torque is opposite to the first direction; or, when the steering wheel angle is greater than the second threshold, the direction of the first steering assist torque is the same as the first direction; wherein, the first direction is the direction in which the vehicle deviates due to a tire blowout.

[0024] When the steering wheel turns to the left and to the right at the same angle, the output steering assist torque is different. Therefore, in the event of a tire blowout, the steering wheel can be selectively suppressed based on the specific circumstances, thereby reducing driving safety risks.

[0025] Thirdly, this application provides a steering control device, including modules or units for implementing the methods of the first aspect and any possible implementation thereof. It should be understood that each module or unit can implement its respective function by executing a computer program.

[0026] Fourthly, this application provides a steering control device, including a processor that can be used to execute the methods in the first aspect and any possible implementation of the first aspect.

[0027] Fifthly, this application provides a vehicle including modules or units for implementing the methods of the first aspect and any possible implementation thereof. It should be understood that each module or unit can implement its respective function by executing a computer program.

[0028] Sixthly, this application provides a vehicle including a steering controller as described in the second aspect, or a steering control device as described in the third aspect, or a steering control device as described in the fourth aspect.

[0029] In a seventh aspect, this application provides a chip system including at least one processor for supporting the implementation of the functions involved in the first aspect and any possible implementation of the first aspect, such as receiving or processing data and / or information involved in the above methods.

[0030] In one possible design, the chip system also includes a memory for storing program instructions and data, which may be located inside or outside the processor.

[0031] The chip system can consist of chips or include chips and other discrete components.

[0032] Eighthly, this application provides a computer-readable storage medium including a computer program that, when run on a computer, causes the computer to implement the methods of the first aspect and any possible implementation of the first aspect.

[0033] Ninthly, this application provides a computer program product comprising: a computer program (also referred to as code or instructions) that, when executed, causes a computer to perform the methods of the first aspect and any possible implementation thereof.

[0034] It should be understood that the third to ninth aspects of this application correspond to the technical solutions of the first and second aspects of this application, and the beneficial effects achieved by each aspect and the corresponding feasible implementation are similar, and will not be repeated here. Attached Figure Description

[0035] Figure 1 is a schematic diagram of a scenario applicable to the steering control method provided in this application;

[0036] Figure 2 is a schematic flowchart of the steering control method provided in an embodiment of this application;

[0037] Figure 3 is a schematic diagram of the misoperation suppression characteristic curve provided in this application;

[0038] Figure 4 is a schematic diagram of the error suppression weight coefficient curve provided in this application;

[0039] Figure 5 is a schematic flowchart for calculating the first steering assist torque;

[0040] Figure 6 is a schematic diagram of the positive feedback suppression weight coefficient curve provided in this application;

[0041] Figure 7 is a schematic flowchart for calculating the second steering assist torque;

[0042] Figure 8 is another schematic flowchart of the steering control method provided in the embodiments of this application;

[0043] Figure 9 is a schematic diagram of Embodiment 1 provided in this application;

[0044] Figure 10 is a schematic diagram of Embodiment 2 provided in this application;

[0045] Figure 11 is a schematic diagram of Embodiment 3 provided in this application;

[0046] Figure 12 is a schematic block diagram of the steering control device provided in an embodiment of this application;

[0047] Figure 13 is another schematic block diagram of the steering control device provided in the embodiments of this application. Detailed Implementation

[0048] The technical solutions in this application will now be described with reference to the accompanying drawings.

[0049] First, in this application, the terms “comprising” and “having” and any variations thereof are intended to cover non-exclusive inclusion, for example, an apparatus, system, product or device that includes a series of modules, units or units is not necessarily limited to those modules, units or units that are explicitly listed, but may include other modules, units or units that are not explicitly listed or that are inherent to such apparatus, system, product or device.

[0050] Second, in this application, the words "exemplarily" and "for example" are used to indicate that something is being described as an example, illustration, or illustration. Any embodiment or design that is described as "exemplarily" or "for example" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or design. Specifically, the use of words such as "exemplarily" or "for example" is intended to present the relevant concepts in a specific manner.

[0051] Third, in this application, "when," "under the circumstances," "if," and "if" all refer to the device making a corresponding action under certain objective circumstances, and are not time-limited, nor do they require the device to make a judgment action when it is implemented, nor do they mean that there are other limitations.

[0052] Fourth, in this application, the terms "first" and "second" are used to distinguish identical or similar items with substantially the same function and effect. For example, "first steering assist torque" and "second steering assist torque" are used to distinguish different steering assist torques and do not limit their order. Those skilled in the art will understand that the terms "first" and "second" do not limit the quantity or execution order, and that "first" and "second" do not necessarily imply that they are different.

[0053] Fifth, in this application, "preset" can be understood as predefined, defined, pre-defined, stored, pre-stored, pre-negotiated, or pre-configured, etc.

[0054] Sixth, in this application, "at least one (kind, type)" refers to one (kind, type) or multiple (kinds, types). "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone, where A and B can be singular or plural. The character " / " generally indicates an "or" relationship between the preceding and following related objects, but it does not exclude the possibility of indicating an "and" relationship. The specific meaning can be understood in conjunction with the context.

[0055] Seventh, in this application, information C is used to determine information D, including both determining information D based solely on information C and determining it based on information C and other information. Furthermore, information C can also be used to determine information D indirectly, for example, in the case where information D is determined based on information E, and information E is determined based on information C.

[0056] Eighth, in this application, the various correspondences (e.g., the correspondence between initial suppression torque and steering wheel angle, the correspondence between the misoperation suppression weight coefficient α and steering wheel angular velocity (or driver's hand torque), the correspondence between the return-to-center suppression weight coefficient β and steering wheel angular velocity (or driver's hand torque), etc.) can be configured or predefined. When configuring the various correspondences, it is not necessarily required that they be configured in the form of a mapping table (or table). For example, in this application, the various correspondences are illustrated using curves. Furthermore, based on the curves exemplified in this application to represent the various correspondences, appropriate modifications and adjustments can be made, such as integrating them into a table format, etc. This application does not impose any limitations on this.

[0057] Ninth, the steering wheel angle and torque involved in this application (such as the first steering assist torque, the second steering assist torque, the driver's hand torque, the original steering assist torque, and the initial restraint torque, etc.) are all directional and meet the "left positive, right negative" standard. For example, a steering wheel angle of -5 degrees (°) means that the steering wheel angle is 5° to the right; another example is a steering wheel angle of +10°, which means that the steering wheel angle is 10° to the left; yet another example is a torque of -1 Newton-meter (Nm), which means a torque of 1 Nm to the right; and yet another example is a torque of +2 Nm, which means a torque of 2 m to the left.

[0058] To facilitate understanding of the embodiments of this application, some technical terms or vocabulary involved in this application will be briefly explained below.

[0059] 1. Misoperation: Misoperation in this application may refer to the operation by which the driver applies a force to the steering wheel to cause the steering wheel to turn after a tire blowout.

[0060] 2. Steering assist torque: This refers to the assist torque applied to the steering mechanism to assist the driver in steering operations. In currently known steering control methods, it is usually determined based on the driver's hand torque, vehicle speed, and steering wheel angle.

[0061] Vehicles can be equipped with power steering systems to reduce the force required for the driver to turn the steering wheel, making the vehicle easier to control. Power steering systems can be hydraulic, electric, or a combination of both.

[0062] 1) Hydraulic power steering (HPS): Uses hydraulic pressure generated by a hydraulic pump to assist steering.

[0063] 2) Electric power steering (EPS): Uses an electric motor to provide assistance.

[0064] 3) Electro-hydraulic power steering (EHPS): This system combines the advantages of hydraulic and electric systems, using an electric motor to drive a hydraulic pump to provide assistance.

[0065] The amount of steering assist torque can be determined based on vehicle speed, steering angle, and other driving conditions. At low speeds, the system provides greater assistance to facilitate steering, while at high speeds, the assistance decreases to improve vehicle stability and the driver's sense of control.

[0066] 3. Original steering assist torque: In order to facilitate the distinction between the steering assist torque obtained based on the steering control method provided in this application embodiment and the steering assist torque obtained based on currently known steering control methods, in this application embodiment, the steering assist torque obtained based on currently known steering control methods is referred to as the original steering assist torque.

[0067] 4. Asymmetrical power steering: Also known as left-right asymmetrical power steering. This refers to the fact that due to the deflection torque caused by a tire blowout, the power steering torque calculated based on vehicle parameters (such as vehicle speed, steering wheel angle, etc.) is inconsistent when the steering wheel turns to the left and to the right at the same angle.

[0068] 5. Misoperation suppression torque: This can refer to the torque that needs to be applied to the steering mechanism to suppress the driver's misoperation of the steering wheel. In other words, it is the revised value of the original steering assist torque of the vehicle after a tire blowout and in the event of driver misoperation.

[0069] 6. Misoperation Suppression Weighting Coefficient: This coefficient represents the degree of misoperation suppression. In this embodiment, the misoperation suppression weighting coefficient is not a fixed value, but is related to vehicle speed, steering wheel angular velocity, or driver's hand torque. This allows for enhanced suppression of misoperation when it worsens, and also reduces the suppression effect when the steering wheel returns to center after a misoperation.

[0070] 7. Steering wheel return suppression weight coefficient: This represents the degree of suppression of steering wheel return to center in scenarios where the steering wheel is being returned to center.

[0071] 8. Steering Mechanism: Also known as the steering torque transmission structure. It refers to the transmission structure in a vehicle's steering system used to transmit steering assist torque, and may include, but is not limited to, gear transmission structures, belt transmission structures, ball screw transmission structures, or worm gear transmission structures.

[0072] Figure 1 is a schematic diagram of a scenario applicable to the steering control method provided in this application.

[0073] Tire blowouts are a relatively common type of accident. As shown in Figure 1, in a tire blowout scenario, the friction between the blown tire and the ground is much greater than that between the non-blown tire and the ground, causing the vehicle to veer off course. If the driver makes a mistake with the steering wheel after a blowout (such as making a sharp turn), it will exacerbate the vehicle's swaying, posing a significant driving safety risk, such as a rollover.

[0074] Among the known steering control methods, some are based on a preset power assist characteristic curve to obtain the misoperation suppression torque, while others are calculated using other methods. However, in the known steering control methods, regardless of the method used to obtain the misoperation suppression torque, in the scenario of a tire blowout, when the steering wheel turns to the left and to the right at the same angle, the obtained misoperation suppression torque is the same. That is, the steering assist torque ultimately output to the steering mechanism is the same.

[0075] However, in the event of a tire blowout, such as a blowout of the left front tire, the vehicle's direction of travel will deviate to the left. In order to ensure that the vehicle can continue to travel straight forward as much as possible, the steering mechanism should provide a greater rightward assist torque than the leftward assist torque; otherwise, there will be a significant driving safety risk.

[0076] Based on the aforementioned technical issues, by taking into account tire blowout information, asymmetrical steering assist torque is provided to the steering mechanism. That is, when the steering wheel turns to the left and to the right at the same angle, the steering assist torque output to the steering mechanism is different. Thus, when a tire blowout occurs, the driver's misoperation of the steering wheel can be suppressed differently according to the specific situation, thereby reducing driving safety risks.

[0077] The steering control method provided in the embodiments of this application will be described exemplarily below with reference to the accompanying drawings.

[0078] Figure 2 is a schematic flowchart of the steering control method provided in an embodiment of this application.

[0079] The method 200 shown in Figure 2 may include steps 210 and 220.

[0080] The steps of this method can be executed by the vehicle, or by a component (such as a chip, chip system, etc.) configured in the vehicle, or by a logic module or software capable of implementing all or part of the vehicle's functions, or by a steering controller or steering control device; this application does not limit the scope of the method. The following describes the steps of method 200 in detail, using the example of the steering controller executing method 200.

[0081] The steering controller in this application can be a newly added steering controller specifically designed for tire blowout scenarios, or it can be any vehicle dynamic controller on the vehicle, such as an intelligent driving domain controller or an intelligent vehicle control domain controller.

[0082] In step 210, tire blowout information is obtained.

[0083] The tire blowout information can be used to indicate that the first tire has blown out, which is the tire that has blown out. For example, if the left front tire of the vehicle blows out, the tire blowout information can indicate that the left front tire has blown out; as another example, if the right front tire of the vehicle blows out, the tire blowout information can indicate that the right front tire has blown out; as yet another example, if the left rear tire of the vehicle blows out, the tire blowout information can indicate that the left rear tire has blown out; and as yet another example, if the right rear tire of the vehicle blows out, the tire blowout information can indicate that the right rear tire has blown out.

[0084] The tire blowout information can also be used to determine the first steering assist torque, which differs when the steering wheel turns to the left and to the right at the same angle.

[0085] For example, the steering controller can acquire tire blowout information.

[0086] Currently, there are multiple ways to determine if a tire has blown out, and the steering controller can obtain blowout information based on these known methods. For example, the steering controller can monitor tire pressure using a tire pressure monitoring system (TPMS) and determine whether a blowout has occurred based on the tire pressure value. Alternatively, the steering controller can determine whether a blowout has occurred based on parameters such as vehicle wheel speed, suspension height, and steering wheel angle.

[0087] Additionally, if other modules or controllers on the vehicle are responsible for monitoring whether a tire blowout has occurred, the steering controller can obtain the blowout information from those other modules or controllers. For example, if another module or controller detects a tire blowout, it can send the blowout information to the steering controller, which can then obtain the information from that other module or controller.

[0088] After obtaining the tire blowout information, the steering controller can determine the first steering assist torque based on the tire blowout information.

[0089] As mentioned in the technical terminology section above, steering assist torque refers to the assist torque applied to the steering mechanism to assist the driver in steering operations. Without loss of generality, the first steering assist torque also refers to the assist torque applied to the steering mechanism to assist the driver in steering operations. However, in this application, when the steering angle to the left and the steering angle to the right are the same, the value of the first steering assist torque is different; that is, the first steering assist torque is an asymmetrical steering assist torque.

[0090] In step 220, the first steering assist torque is output.

[0091] For example, after determining the first steering assist torque, the steering controller can output the first steering assist torque. For instance, the steering controller can output the first steering assist torque to the steering assist motor of the steering wheel.

[0092] In one possible implementation, the method 200 further includes: obtaining the steering wheel angle; and determining the first steering assist torque based on the steering wheel angle and the tire blowout information.

[0093] For example, the steering controller can also acquire the steering wheel angle and determine the direction (or positive or negative) and magnitude of the first steering torque in combination with the steering wheel angle.

[0094] In one possible implementation A, the first tire is the left front wheel. When the steering wheel angle is greater than a first threshold, the direction of the first steering assist torque is opposite to the first direction; or, when the steering wheel angle is less than the first threshold, the direction of the first steering assist torque is the same as the first direction; wherein, the first direction is the direction in which the vehicle deviates due to a tire blowout.

[0095] In one possible implementation B, the first tire is the right front tire, and when the steering wheel angle is less than the second threshold, the direction of the first steering assist torque is opposite to the first direction; or, when the steering wheel angle is greater than the second threshold, the direction of the first steering assist torque is the same as the first direction; wherein, the first direction is the direction in which the vehicle deviates due to a tire blowout.

[0096] In the above implementation methods A and B, the first direction is the direction in which the vehicle deviates due to a tire blowout. For example, if the left front tire blows out, the first direction is left; and if the right front tire blows out, the first direction is right.

[0097] For ease of description, the deflection torque caused by a tire blowout will be referred to as the blowout torque in the following text.

[0098] Understandably, both the first threshold and the second threshold can be denoted as target thresholds. These target thresholds are steering wheel angle thresholds, meaning they are directional angle values. These target thresholds are related to the first tire; that is, the value of the target threshold can differ depending on which tire experiences a blowout. Therefore, to distinguish the target thresholds corresponding to different tires, the target threshold corresponding to the left front tire is denoted as the first threshold, and the target threshold corresponding to the right front tire is denoted as the second threshold.

[0099] For example, in the case of a tire blowout on the left front wheel, the first threshold can be -X° (X > 0); and in the case of a tire blowout on the right front wheel, the second threshold can be +Y° (Y > 0). It is understood that in practical applications, X can be equal to Y, or X can be different from Y, and this application does not limit this.

[0100] When the steering wheel angle is equal to the target threshold, the first steering assist torque is 0. In other words, when the torque applied by the driver to the steering wheel (i.e., the driver's hand torque) and the original steering assist torque are added together, they exactly offset the tire blowout torque (i.e., the sum of the driver's hand torque and the original steering assist torque is equal in magnitude and opposite in direction to the tire blowout torque), the first steering assist torque is 0. In this way, the vehicle can be guaranteed to travel straight forward.

[0101] In implementation method A above, the left front tire blows out, and the direction of the blowout torque is to the left, that is, the primary direction is to the left. Implementation method A will be explained in detail below with reference to Examples 1 to 3.

[0102] Example 1: A left front tire blows out. The first direction is left. If the driver sharply turns the steering wheel to the right, the sum of the driver's hand torque and the original power steering torque (i.e., the absolute value of the sum of the driver's hand torque and the original power steering torque) is greater than the blowout torque (i.e., the absolute value of the blowout torque). This causes the steering wheel angle to be less than a first threshold, for example, -M° (M > 0). The first threshold could be -X°, where -M° < -X° (meaning M > X). In other words, because the driver sharply turns the steering wheel to the right, the direction of the driver's hand torque is to the right, and the sum of the driver's hand torque and the original power steering torque exceeds the blowout torque. In this situation, the vehicle's direction of travel will deviate to the right. Therefore, to ensure that the vehicle's direction of travel does not deviate, a leftward power steering torque needs to be applied to the steering mechanism to counteract the portion of the sum of the driver's hand torque and the original power steering torque that exceeds the blowout torque. Therefore, the direction of this first power steering torque is also left.

[0103] Based on the above example 1, it can be concluded that when the left front tire blows out and the steering wheel angle is less than the first threshold, the direction of the first steering assist torque is the same as the first direction.

[0104] Example 2: A left front tire blows out. The first direction is left. If the driver turns the steering wheel to the right, the sum of the driver's hand torque and the original power steering torque is less than the blowout torque. This causes the steering wheel angle to exceed a first threshold, for example, -N° (M > 0). The first threshold could be -X°, where -N° > -X° (meaning N < X). In other words, because the driver turns the steering wheel to the right, the direction of the driver's hand torque is to the right, and the sum of the driver's hand torque and the original power steering torque is less than the blowout torque. Under these circumstances, the vehicle's direction of travel will deviate to the left. Therefore, to prevent this deviation, a rightward power steering torque needs to be applied to the steering wheel so that the sum of the driver's hand torque and the first power steering torque can offset the blowout torque. Thus, the direction of the first power steering torque is to the right.

[0105] Example 3: A left front tire blows out. The primary direction is left. If the driver turns the steering wheel to the left, the direction of the driver's hand torque is to the left, causing the steering wheel angle to exceed a first threshold, for example, W° (W > 0). This first threshold can be -X°, where W° > -X° (meaning W can be greater than X, equal to X, or less than X). In other words, because the driver turns the steering wheel to the left, the direction of the driver's hand torque is to the left. In this situation, the blowout torque, combined with the driver's hand torque and the original power steering torque, will cause the vehicle's direction to deviate further to the left. Therefore, to prevent this deviation, a rightward power steering torque needs to be applied to the steering wheel. This first power steering torque can counteract the combined torque of the blowout torque, the driver's hand torque, and the original power steering torque. Therefore, the direction of this first power steering torque is to the right.

[0106] Based on Examples 2 and 3 above, it can be concluded that when the left front tire blows out and the steering wheel angle is greater than the first threshold, the direction of the first steering assist torque is opposite to the first direction.

[0107] In implementation method B described above, the right front tire blows out, and the direction of the blowout torque is to the right, that is, the primary direction is to the right. Implementation method B will be explained in detail below with reference to Examples 4 to 6.

[0108] Example 4: A tire blows out on the right front wheel. The first direction is right. If the driver sharply turns the steering wheel to the left, the sum of the driver's hand torque and the original power steering torque exceeds the blowout torque, causing the steering wheel angle to exceed a second threshold. For example, the steering wheel angle is +Z° (Z > 0), and the second threshold could be +Y°, where +Z° > +Y° (meaning Z > Y). In other words, because the driver sharply turns the steering wheel to the left, the direction of the driver's hand torque is to the left, and the sum of the driver's hand torque and the original power steering torque exceeds the blowout torque. In this situation, the vehicle's direction of travel will deviate to the left. Therefore, to ensure the vehicle's direction of travel does not deviate, a rightward power steering torque needs to be applied to the steering wheel to counteract the portion of the sum of the driver's hand torque and the original power steering torque that exceeds the blowout torque. Thus, the direction of the first power steering torque is also to the right.

[0109] Based on Example 4 above, it can be concluded that when the right front tire blows out and the steering wheel angle is greater than the second threshold, the direction of the first steering assist torque is the same as the first direction.

[0110] Example 5: A tire blows out on the right front wheel. The first direction is right. If the driver turns the steering wheel to the left, the sum of the driver's hand torque and the original power steering torque is less than the blowout torque. This causes the steering wheel angle to be less than a second threshold, for example, +R° (R > 0). The second threshold could be +Y°, where +R° < +Y° (meaning R < Y). In other words, because the driver turns the steering wheel to the left, the direction of the driver's hand torque is to the left, and the sum of the driver's hand torque and the original power steering torque is less than the blowout torque. In this situation, the vehicle's direction of travel will deviate to the right. Therefore, to ensure the vehicle's direction of travel does not deviate, a leftward power steering torque needs to be applied to the steering wheel so that the sum of the driver's hand torque and the first power steering torque can offset the blowout torque. Therefore, the direction of the first power steering torque is to the left.

[0111] Example 6: A tire blows out on the right front wheel. The first direction is right. If the driver turns the steering wheel to the right, the direction of the driver's hand torque is to the right, causing the steering wheel angle to be less than a second threshold, for example, -U° (U > 0). The second threshold can be +Y°, -U° < +Y° (understandably, U can be greater than Y, or U can be equal to Y, or U can be less than Y). In other words, because the driver turns the steering wheel to the right, the direction of the driver's hand torque is to the right. In this situation, the blowout torque combined with the driver's hand torque will cause the vehicle's direction of travel to deviate further to the right. Therefore, to ensure that the vehicle's direction of travel does not deviate, a leftward steering assist torque needs to be applied to the steering wheel so that the first steering assist torque can counteract the torque resulting from the combination of the blowout torque and the driver's hand torque. Therefore, the direction of this first steering assist torque is to the left.

[0112] Based on Examples 5 and 6 above, it can be concluded that when a tire blows out on the right front wheel and the steering wheel angle is less than the second threshold, the direction of the first steering assist torque is opposite to the first direction.

[0113] In one possible implementation, the target threshold (i.e., the first threshold and the second threshold) is also related to vehicle speed.

[0114] As an example rather than a limitation, the higher the vehicle speed, the lower the target threshold. For example, if vehicle speed V1 < vehicle speed V2, then the target threshold corresponding to vehicle speed V1 is greater than the target threshold corresponding to vehicle speed V2.

[0115] In one possible implementation, the first steering assist torque is obtained based on the original steering assist torque and the initial suppression torque.

[0116] As mentioned in the technical terminology section above, in currently known steering control methods, the torque is typically determined based on the driver's hand torque, vehicle speed, and steering wheel angle. The original steering assist torque is also determined based on the driver's hand torque, vehicle speed, and steering wheel angle, and can be determined using currently known steering control methods. This application does not limit the choice of which currently known steering control method is used to determine the original steering control torque.

[0117] The initial suppressor torque is determined based on tire blowout information, vehicle speed, and steering wheel angle.

[0118] For ease of description, the first steering assist torque will be denoted as T1 in the following text.

[0119] Optionally, the first steering assist torque T1 satisfies: T1=Th+Tr×α; where Th represents the original steering assist torque, which is determined based on the driver's hand torque, vehicle speed, and steering wheel angle; Tr represents the initial suppression torque, which is determined based on the tire blowout information, vehicle speed, and steering wheel angle; α represents the misoperation suppression weight coefficient, which is greater than or equal to 1, and is related to the vehicle speed, steering wheel angular velocity, or driver's hand torque, where driver's hand torque is the torque applied to the steering wheel by the driver.

[0120] The vehicle speed can be used to determine the target misoperation suppression characteristic curve corresponding to the vehicle speed from multiple misoperation suppression characteristic curves corresponding to the first tire (i.e., the tire that blew out). Any one of these multiple misoperation suppression characteristic curves is used to represent the correspondence between the initial suppression torque and the steering wheel angle. Any one of these multiple misoperation suppression characteristic curves is an asymmetric curve. The steering wheel angle can be used to determine the initial suppression torque Tr corresponding to the steering wheel angle based on the target misoperation suppression characteristic curve.

[0121] It is understandable that each tire on a vehicle can correspond to a set of misoperation suppression characteristic curves (which may include multiple misoperation suppression characteristic curves). Taking a four-wheeled vehicle as an example, the left front tire can correspond to a set of misoperation suppression characteristic curves (for ease of description, the set of misoperation suppression characteristic curves corresponding to the left front tire is referred to as the first set of misoperation suppression characteristic curves), the right front tire can correspond to a set of misoperation suppression characteristic curves (for ease of description, the set of misoperation suppression characteristic curves corresponding to the right front tire is referred to as the second set of misoperation suppression characteristic curves), the left rear tire can correspond to a set of misoperation suppression characteristic curves (for ease of description, the set of misoperation suppression characteristic curves corresponding to the left rear tire is referred to as the third set of misoperation suppression characteristic curves), and the right rear tire can correspond to a set of misoperation suppression characteristic curves (for ease of description, the set of misoperation suppression characteristic curves corresponding to the right rear tire is referred to as the fourth set of misoperation suppression characteristic curves).

[0122] The following explanation, using Figure 3 as an example, illustrates the error suppression characteristic curves for the left and right front wheels.

[0123] Figure 3 is a schematic diagram of the malfunction suppression characteristic curve provided in this application.

[0124] Figure 3a) exemplarily shows multiple misoperation suppression characteristic curves corresponding to the left front wheel (i.e., the first set of misoperation suppression characteristic curves); Figure 3b) exemplarily shows multiple misoperation suppression characteristic curves corresponding to the right front wheel (i.e., the second set of misoperation suppression characteristic curves).

[0125] As shown in Figure 3a), the intersection of the misoperation suppression characteristic curve corresponding to the left front wheel and the vertical axis is negative. According to the principle of "left positive, right negative," when the steering wheel angle is 0, the direction of the initial suppression torque Tr is to the right (i.e., Tr < 0). Furthermore, Figure 3a) also shows that the misoperation suppression characteristic curve corresponding to the left front wheel is related to vehicle speed. In the event of a tire blowout on the left front wheel, at a certain vehicle speed, when the steering wheel angle is less than a first angle (this first angle is a directional value, satisfying the left-positive-right-negative rule), that is, when turning the steering wheel to the right exceeds the absolute value of the first angle, the initial suppression torque Tr > 0; when the steering wheel angle is greater than the first angle, that is, when turning the steering wheel to the right is less than the absolute value of the first angle or when turning the steering wheel to the left, the initial suppression torque Tr < 0; when the steering wheel angle is equal to the first angle, that is, when turning the steering wheel to the right is equal to the absolute value of the first angle, the initial suppression torque Tr = 0.

[0126] As shown in Figure 3b), the intersection of the misoperation suppression characteristic curve corresponding to the right front wheel and the vertical axis is positive. According to the principle of "left positive, right negative," when the steering wheel angle is 0, the direction of the initial suppression torque Tr is left (i.e., Tr > 0). Furthermore, Figure 3b) also shows that the misoperation suppression characteristic curve corresponding to the right front wheel is related to vehicle speed. In the event of a tire blowout on the right front wheel, at a certain vehicle speed, when the steering wheel angle is greater than the second angle (this second angle is a directional value, satisfying left positive, right negative), that is, when turning the steering wheel to the left exceeds the absolute value of the second angle, the initial suppression torque Tr < 0; when the steering wheel angle is less than the second angle, that is, when turning the steering wheel to the left is less than the absolute value of the second angle or when turning the steering wheel to the right, the initial suppression torque Tr > 0; when the steering wheel angle is equal to the second angle, that is, when turning the steering wheel to the left is equal to the absolute value of the second angle, the initial suppression torque Tr = 0.

[0127] It is understood that Figure 3 is only a schematic diagram of two sets of misoperation suppression characteristic curves. In actual application scenarios, each tire may correspond to more or fewer misoperation suppression characteristic curves, and this application does not limit this.

[0128] It is also understandable that the steering controller can pre-store the misoperation suppression characteristic curves corresponding to different tires.

[0129] The error suppression characteristic curve can be obtained based on data generated by real vehicles in tire blowout scenarios, or it can be obtained based on simulation data of vehicles in tire blowout scenarios.

[0130] Optionally, each tire on the vehicle can correspond to a set of misoperation suppression weight coefficient curves (which may include multiple misoperation suppression weight coefficient curves). Taking a four-wheeled vehicle as an example, the left front wheel can correspond to a set of misoperation suppression weight coefficient curves (for ease of description, the set of misoperation suppression weight coefficient curves corresponding to the left front wheel is referred to as the first set of misoperation suppression weight coefficient curves), the right front wheel can correspond to a set of misoperation suppression weight coefficient curves (for ease of description, the set of misoperation suppression weight coefficient curves corresponding to the right front wheel is referred to as the second set of misoperation suppression weight coefficient curves), the left rear wheel can correspond to a set of misoperation suppression weight coefficient curves (for ease of description, the set of misoperation suppression weight coefficient curves corresponding to the left rear wheel is referred to as the third set of misoperation suppression weight coefficient curves), and the right rear wheel can correspond to a set of misoperation suppression weight coefficient curves (for ease of description, the set of misoperation suppression weight coefficient curves corresponding to the right rear wheel is referred to as the fourth set of misoperation suppression weight coefficient curves).

[0131] Optionally, taking a four-wheeled vehicle as an example, the left front wheel and the right front wheel can correspond to the same set of error suppression weight coefficient curves, and the left rear wheel and the right rear wheel can correspond to the same set of error suppression weight coefficient curves.

[0132] The following explanation, in conjunction with Figure 4, illustrates the error suppression weight coefficient curve.

[0133] Figure 4 is a schematic diagram of the error suppression weight coefficient curve provided in this application.

[0134] As shown in Figure 4, the greater the absolute value of the steering wheel angular velocity (a directional parameter, with left being positive and right being negative) or the absolute value of the driver's hand torque, the steeper the slope of the error suppression weight coefficient curve. Furthermore, as shown in Figure 3, when the steering wheel angular velocity or the driver's hand torque is 0, the error suppression weight coefficient α = 1; when the absolute value of the steering wheel angular velocity or the absolute value of the driver's hand torque is greater than 0, the error suppression weight coefficient α > 1.

[0135] It is understandable that, based on the error suppression weight coefficient curve shown in Figure 4, the greater the magnitude of the driver's erroneous hand torque (i.e., driver's hand torque) or steering wheel angular velocity, the greater the corresponding error suppression weight coefficient. In this way, the suppression effect on the driver's erroneous actions on the steering wheel is also greater. That is to say, the degree of suppression of the driver's erroneous actions can be flexibly determined according to the force of the driver's erroneous actions on the steering wheel.

[0136] It is understood that Figure 4 is only an example of a set of error suppression weight coefficient curves and should not be construed as limiting this application.

[0137] It is also understandable that the steering controller can pre-store the misoperation suppression weight coefficient curves corresponding to different tires.

[0138] The error suppression weight coefficient curve can be obtained based on data generated by real vehicles in tire blowout scenarios, or it can be obtained based on simulation data of vehicles in tire blowout scenarios.

[0139] Figure 5 is a schematic flowchart for calculating the first steering assist torque.

[0140] As shown in Figure 5, taking a left front tire blowout as an example, the steering controller can determine the target misoperation suppression characteristic curve corresponding to the vehicle speed at the time of the blowout from the first set of misoperation suppression characteristic curves corresponding to the left front tire. For example, if the vehicle speed at the time of the blowout is v2, then the target misoperation suppression characteristic curve is the misoperation suppression characteristic curve corresponding to v2. Furthermore, the steering controller can find the initial suppression torque Tr corresponding to the instantaneous steering wheel angle after the blowout on the target misoperation suppression characteristic curve.

[0141] The steering controller can also determine the target misoperation suppression weight coefficient curve corresponding to the vehicle speed at the time of the tire blowout, based on the misoperation suppression weight coefficient curve corresponding to the left front wheel. For example, if the vehicle speed at the time of the tire blowout is v2, then the target misoperation suppression weight coefficient curve is the misoperation suppression weight coefficient curve corresponding to v2. Furthermore, the steering controller can find the misoperation suppression weight coefficient α corresponding to the steering wheel angle at the instant the driver applies torque to the steering wheel on the target misoperation suppression weight coefficient curve.

[0142] After determining the initial suppression torque Tr and the misoperation suppression weight coefficient α, the steering controller can calculate the misoperation suppression torque Tx, which satisfies: Tx=Tr×α.

[0143] The steering controller can also utilize currently known steering control methods to determine the original steering assist torque Th based on the driver's hand torque, vehicle speed, and steering wheel angle.

[0144] Once the misoperation suppression torque Tx and the original steering assist torque Th are determined, the steering controller can superimpose the misoperation suppression torque Tx and the original steering assist torque Th to obtain the first steering assist torque T1, that is, T1=Th+Tx=Th+Tr×α.

[0145] In one possible implementation, after outputting the first steering assist torque, the method 200 further includes: outputting a second steering assist torque T2 when the direction of Tr is the same as that of the driver's hand torque, the second steering assist torque T2 satisfying: T2=Th+Tr×β, where β represents the return-to-center suppression weight coefficient, β is less than or equal to 1, and β is related to the vehicle speed, the steering wheel angular velocity, or the driver's hand torque.

[0146] When the direction of Tr is the same as the direction of the driver's hand torque, it can be understood as the vehicle being in a scenario where the steering wheel is being straightened.

[0147] Understandably, the steering controller can continuously or periodically acquire parameters such as driver's hand torque, vehicle speed, steering wheel angle, and steering wheel angular velocity. After outputting the first steering assist torque, if the steering controller determines that the driver's hand torque and the initial restraint torque Tr are in the same direction, the second steering assist torque T2 can be calculated based on the formula T2=Th+Tr×β.

[0148] After calculating the second steering assist torque T2, the steering controller can output the second steering assist torque T2. For example, the steering controller can output the second steering assist torque T2 to the steering assist motor of the steering wheel.

[0149] Optionally, each tire on the vehicle can correspond to a set of self-centering suppression weight coefficient curves (which may include multiple self-centering suppression weight coefficient curves). Taking a four-wheeled vehicle as an example, the left front tire can correspond to a set of self-centering suppression weight coefficient curves (for ease of description, the set of self-centering suppression weight coefficient curves corresponding to the left front tire is referred to as the first set of self-centering suppression weight coefficient curves), the right front tire can correspond to a set of self-centering suppression weight coefficient curves (for ease of description, the set of self-centering suppression weight coefficient curves corresponding to the right front tire is referred to as the second set of self-centering suppression weight coefficient curves), the left rear tire can correspond to a set of self-centering suppression weight coefficient curves (for ease of description, the set of self-centering suppression weight coefficient curves corresponding to the left rear tire is referred to as the third set of self-centering suppression weight coefficient curves), and the right rear tire can correspond to a set of self-centering suppression weight coefficient curves (for ease of description, the set of self-centering suppression weight coefficient curves corresponding to the right rear tire is referred to as the fourth set of self-centering suppression weight coefficient curves).

[0150] Optionally, taking a four-wheeled vehicle as an example, the left front wheel and the right front wheel can correspond to the same set of homing suppression weight coefficient curves, and the left rear wheel and the right rear wheel can correspond to the same set of homing suppression weight coefficient curves.

[0151] The following explanation, in conjunction with Figure 6, illustrates the curve of the positive feedback suppression weight coefficient.

[0152] Figure 6 is a schematic diagram of the positive feedback suppression weight coefficient curve provided in this application.

[0153] As shown in Figure 6, the larger the absolute value of the steering wheel angular velocity (a directional parameter, satisfying left is positive and right is negative) or the absolute value of the driver's hand torque, the greater the tendency to return to center, and the smaller the return-to-center suppression weight coefficient, meaning the degree of suppression of return-to-center is smaller. Conversely, the smaller the absolute value of the steering wheel angular velocity (a directional parameter, satisfying left is positive and right is negative) or the absolute value of the driver's hand torque, the smaller the tendency to return to center, and the larger the return-to-center suppression weight coefficient, meaning the degree of suppression of return-to-center is greater. Furthermore, as shown in Figure 3, when the steering wheel angular velocity or the driver's hand torque is 0, the return-to-center suppression weight coefficient β = 1; when the absolute value of the steering wheel angular velocity or the absolute value of the driver's hand torque is greater than 0, the return-to-center suppression weight coefficient β < 1.

[0154] It is understood that Figure 6 is merely an example of a set of positive feedback suppression weight coefficient curves and should not be construed as limiting this application.

[0155] It is also understandable that the steering controller can pre-store the self-centering suppression weight coefficient curves corresponding to different tires.

[0156] The positive feedback suppression weight coefficient curve can be obtained based on data generated by real vehicles in tire blowout scenarios, or it can be obtained based on simulation data of vehicles in tire blowout scenarios.

[0157] Figure 7 is a schematic flowchart for calculating the second steering assist torque.

[0158] As shown in Figure 7, taking a left front tire blowout as an example, the steering controller can determine the target self-centering suppression weight coefficient curve corresponding to the vehicle speed when the initial suppression torque Tr is in the same direction as the driver's hand torque, from the self-centering suppression weight coefficient curve corresponding to the left front tire. For example, if the vehicle speed when the initial suppression torque Tr is in the same direction as the driver's hand torque is v1, then the target self-centering suppression weight coefficient curve is the self-centering suppression weight coefficient curve corresponding to v1. Furthermore, the steering controller can find the misoperation suppression weight coefficient β corresponding to the steering wheel angle on the target self-centering suppression weight coefficient curve based on the steering wheel angular velocity.

[0159] For a detailed description of determining the initial suppressing torque Tr and the original steering assist torque Th, please refer to the relevant description in Figure 5.

[0160] After determining the initial suppression torque Tr and the return-to-center suppression weight coefficient β, the steering controller can calculate the return-to-center suppression torque Ty, which satisfies: Ty = Tr × β.

[0161] Once the return-to-center suppression torque Ty and the original steering assist torque Th are determined, the steering controller can superimpose the return-to-center suppression torque Ty and the original steering assist torque Th to obtain the second steering assist torque T2, that is, T2=Th+Ty=Th+Ty×β.

[0162] Different self-centering suppression weight coefficients are determined based on different vehicle speeds, steering wheel angular velocities, or driver hand torque. This can mitigate the impact of the superposition of the original suppression torque and the self-centering torque applied to the steering wheel by the driver under misoperation.

[0163] In one possible implementation, the method 200 further includes: alerting the driver via audio and / or flashing status lights when the absolute value of the steering wheel angle is greater than a safety threshold.

[0164] The safety threshold is a non-directional value, and it is greater than 0.

[0165] For example, each tire on a vehicle can correspond to a set of safety thresholds. Taking a four-wheeled vehicle as an example, the left front wheel can correspond to a set of safety thresholds (for ease of description, the set of safety thresholds corresponding to the left front wheel is referred to as the first set of safety thresholds), the right front wheel can correspond to a set of safety thresholds (for ease of description, the set of safety thresholds corresponding to the right front wheel is referred to as the second set of safety thresholds), the left rear wheel can correspond to a set of safety thresholds (for ease of description, the set of safety thresholds corresponding to the left rear wheel is referred to as the third set of safety thresholds), and the right rear wheel can correspond to a set of safety thresholds (for ease of description, the set of safety thresholds corresponding to the right rear wheel is referred to as the fourth set of safety thresholds).

[0166] For example, the left front wheel can correspond to safety threshold 1 and safety threshold 2. Safety threshold 1 is the safety threshold corresponding to when the steering wheel angle is positive (that is, when the steering wheel turns to the left), and safety threshold 2 is the safety threshold corresponding to when the steering wheel angle is negative (that is, when the steering wheel turns to the right).

[0167] Understandably, in the event of a left front tire blowout, the vehicle's direction of travel may veer to the left. Turning the steering wheel to the left by the driver will exacerbate this leftward veergence, while turning the steering wheel to the right will reduce it. Therefore, to reduce the driving safety risk of driver misoperation during a tire blowout, safety threshold 1 can be lower than safety threshold 2. This allows for timely alerts to the driver even when the steering wheel angle to the left is small.

[0168] As an example, and not a limitation, safety threshold 1 is 15°, and safety threshold 2 is 25°. For instance, if the steering wheel angle is +20° and there is a leftward turn, the steering controller can compare the absolute value of the steering wheel angle with safety threshold 1. Since |+20°| = 20° > 15°, the steering controller can alert the driver via audio and / or flashing status lights. Conversely, if the steering wheel angle is -20° and there is a rightward turn, the steering controller can compare the absolute value of the steering wheel angle with safety threshold 2. Since |-20°| = 20° < 25°, the steering controller may not need to alert the driver.

[0169] In another example, the right front wheel can correspond to safety threshold 3 and safety threshold 4. Safety threshold 3 is the safety threshold corresponding to when the steering wheel angle is positive (that is, when the steering wheel turns to the left), and safety threshold 4 is the safety threshold corresponding to when the steering wheel angle is negative (that is, when the steering wheel turns to the right).

[0170] Understandably, in the event of a right front tire blowout, the vehicle's direction of travel may veer to the right. Turning the steering wheel to the right will exacerbate this veergence, while turning it to the left will reduce it. Therefore, to reduce the driving safety risk of driver misoperation during a tire blowout, safety threshold 4 can be lower than safety threshold 3. This allows for timely alerts to the driver even when the steering wheel angle to the right is small.

[0171] As an example, and not a limitation, safety threshold 4 is 15°, and safety threshold 3 is 25°. For instance, if the steering wheel angle is +20° and there is a leftward turn, the steering controller can compare the absolute value of the steering wheel angle with safety threshold 3. Since |+20°| = 20° < 25°, the steering controller may not need to alert the driver. As another example, if the steering wheel angle is -20° and there is a rightward turn, the steering controller can compare the absolute value of the steering wheel angle with safety threshold 4. Since |-20°| = 20° > 15°, the steering controller may alert the driver via audio and / or flashing status lights.

[0172] It is understandable that prompting the driver via audio and / or flashing status lights can include the following three possible implementation methods:

[0173] Method 1: When the absolute value of the steering wheel angle exceeds the safety threshold, an audio prompt is given to the driver.

[0174] Method 2: When the absolute value of the steering wheel angle exceeds the safety threshold, a status light flashes to alert the driver.

[0175] Implementation method 3: When the absolute value of the steering wheel angle is greater than the safety threshold, the driver is alerted by audio and flashing status lights (that is, the driver is alerted by audio and flashing status lights).

[0176] It is understood that the driver may be prompted by audio, for example, by text-to-speech, or by audio without text, or by a combination of audio without text and text-to-speech. This application does not limit the scope of the prompt.

[0177] It is also understandable that status lights can be used to alert the driver. For example, status lights on the instrument panel can flash to alert the driver; or, the vehicle's infotainment system can display one or more icons, status indicators, or text messages to alert the driver; or, the status lights on the instrument panel can flash, along with one or more icons, status indicators, or text messages to alert the driver.

[0178] For example, after a tire blowout, and given the torque applied by the driver's hand, the steering controller can determine whether the absolute value of the steering wheel angle exceeds a safety threshold. If the absolute value of the steering wheel angle exceeds the safety threshold, the steering controller can alert the driver via audio and / or flashing status lights.

[0179] Based on the steering control method provided in this application, the steering wheel may become heavier to turn (i.e., the steering wheel becomes stiff and it is not easy to change the steering wheel angle). After prompting the driver, this can prevent the driver from panicking because they do not know why the steering wheel has become stiff. Therefore, prompting the driver through audio and / or flashing status lights can enable the driver to understand the vehicle's status in a timely manner. More specifically, it can make the driver aware that the vehicle is performing misoperation suppression control, thereby reducing the possibility of causing greater misoperation and thus reducing driving safety risks.

[0180] To facilitate better understanding, the steering control method provided in this application will be explained again below with reference to Figure 8.

[0181] Figure 8 is another schematic flowchart of the steering control method provided in the embodiments of this application.

[0182] The method shown in Figure 8 may include steps 801 to 810.

[0183] The steps of this method can be executed by the vehicle, or by a component (such as a chip, chip system, etc.) configured in the vehicle, or by a logic module or software capable of implementing all or part of the vehicle's functions, or by a steering controller or steering control device; this application does not limit the scope of the method. The following describes each step of the method in detail, using the example of the steering controller executing the method.

[0184] In step 801, tire blowout information is obtained.

[0185] For a detailed description, please refer to the relevant description of step 210 in method 200 above. For the sake of brevity, it will not be repeated here.

[0186] In step 802, the target parameters are obtained.

[0187] For example, the target parameters may include, but are not limited to, vehicle speed, steering wheel angle, steering wheel angular velocity, driver's hand torque, etc.

[0188] The steering controller can periodically acquire target parameters. Understandably, sensors used to acquire these parameters can report them to the steering control sensor. For example, a sensor used to acquire the steering wheel angle reports the acquired angle to the steering controller, which in turn can obtain the steering wheel angle from the sensor.

[0189] In step 803, the original steering assist torque Th, the initial suppression torque Tr, and the misoperation suppression weight coefficient α are determined.

[0190] For a detailed description, please refer to the relevant description in Method 200. For the sake of brevity, it will not be repeated here.

[0191] In step 804, the first steering assist torque T1 is calculated: T1 = Th + Tr × α.

[0192] The first steering assist torque T1 satisfies: T1=Th+Tr×α. After determining the original steering assist torque Th, the initial suppression torque Tr, and the misoperation suppression weight coefficient α, the steering controller can calculate the first steering assist torque T1 based on the formula T1=Th+Tr×α.

[0193] In step 805, the first steering assist torque T1 is output.

[0194] For a detailed description, please refer to the relevant description of step 220 in method 200 above. For the sake of brevity, it will not be repeated here.

[0195] Optionally, after outputting the first steering assist torque T1, the method may further include steps 806 to 808. Steps 806 to 808 are described below.

[0196] In step 806, it is determined whether the direction of Tr is the same as that of the driver's hand torque.

[0197] As described in step 802 above, the steering controller can periodically acquire the target parameters. The steering controller can periodically acquire the driver's hand torque. After outputting the first steering assist torque T1, the steering controller can determine whether Tr and the driver's hand torque are in the same direction. If Tr and the driver's hand torque are in the same direction, that is, when the vehicle is in the steering wheel return-to-center scenario, steps 807 and 808 below can be executed.

[0198] In step 807, the second steering assist torque T2 is calculated: T2 = Th + Tr × β.

[0199] The second steering assist torque T2 satisfies: T2=Th+Tr×β. After determining the original steering assist torque Th, the initial suppression torque Tr, and the misoperation suppression weight coefficient β, the steering controller can calculate the second steering assist torque T2 based on the formula T2=Th+Tr×β.

[0200] For a detailed description of determining the original steering assist torque Th, the initial suppression torque Tr, and the return-to-center suppression weight coefficient β, please refer to the relevant description in Method 200. For the sake of brevity, it will not be repeated here.

[0201] In step 808, the second steering assist torque T2 is output.

[0202] For a detailed description, please refer to the relevant description in Method 200. For the sake of brevity, it will not be repeated here.

[0203] Optionally, the method may further include steps 809 and 810. Steps 809 and 810 are described below.

[0204] In step 809, it is determined whether the absolute value of the steering wheel angle is greater than the safety threshold.

[0205] For a detailed description, please refer to the relevant description in Method 200. For the sake of brevity, it will not be repeated here.

[0206] In step 810, the driver is alerted by audio and / or flashing status lights.

[0207] For a detailed description, please refer to the relevant description in Method 200. For the sake of brevity, it will not be repeated here.

[0208] It is understood that the order of steps 809 and 803 is not limited in this application. The steering controller may execute step 803 first and then step 809, or it may execute step 809 first and then step 803, or it may execute steps 809 and 803 simultaneously. This application does not limit this.

[0209] The following describes several embodiments of a tire blowout in the left front wheel, with reference to Figures 9 to 11.

[0210] Figure 9 is a schematic diagram of Embodiment 1 provided in this application.

[0211] As shown in Figure 9, Example 1 is an example of a left front tire blowout and the driver did not make any incorrect operation.

[0212] After a tire blowout occurs on the left front wheel, the steering controller can obtain the blowout information and thus know that the blowout occurred on the left front wheel. Furthermore, the steering controller can obtain target parameters (for a detailed description of the target parameters, please refer to the relevant description in step 802 above; for the sake of brevity, it will not be repeated here).

[0213] If the driver does not make any misoperation (i.e., the driver does not intervene in the vehicle's direction of travel), that is, if the driver does not apply any manual torque to the steering wheel (i.e., the steering wheel angle is 0 and the steering wheel angular velocity is also 0), then the original steering assist torque Th = 0, α = 1, and T1 = 0 + Tr × 1 = Tr. For example, if the vehicle speed at the time of the tire blowout is v1 as shown in Figure 3, then Tr is the intersection of the misoperation suppression characteristic curve corresponding to vehicle speed v1 (i.e., the bottom curve in Figure 3) and the vertical axis. For example, if this intersection point is -0.5, then T1 = -0.5 Nm. In other words, the steering controller can provide a torque of -0.5 Nm to the steering assist motor of the steering wheel, that is, the steering controller can provide a torque of 0.5 Nm to the right to counteract the leftward deflection torque (i.e., the blowout torque generated by the left front tire blowout) caused by the left front tire blowout.

[0214] Additionally, it is understandable that the driver did not intervene in the vehicle's direction of travel, so there was no need to prompt the driver via audio and / or flashing status lights.

[0215] Figure 10 is a schematic diagram of Embodiment 2 provided in this application.

[0216] As shown in Figure 10, Example 1 is an example where the left front tire blows out, and the driver first turns the steering wheel sharply to the left and then straightens the steering wheel to the right.

[0217] Unlike Embodiment 1, if the driver makes a sudden 30° left turn of the steering wheel (exceeding the safety threshold 1 = 15°), causing a misoperation, the steering controller can alert the driver via audio and / or flashing status lights. Furthermore, the steering controller can calculate the first steering assist torque T1 required to be provided to the steering assist motor of the steering wheel based on the formula T1 = Th + Tr × α. For example, if T1 = -2 Nm, the steering controller can provide a torque of 2 Nm to the steering assist motor of the steering wheel in the right direction to suppress the driver's misoperation.

[0218] After outputting T1, when the driver returns the steering wheel to the right from its 30° left turn position, the steering controller can calculate the second steering assist torque T2 that needs to be provided to the steering assist motor based on the formula T2 = Th + Tr × β. For example, if T2 = -1 Nm, the steering controller can provide a torque of 1 Nm to the steering assist motor in the right direction. This prevents the original suppressing torque from superimposing with the return torque applied to the steering wheel by the driver, which could cause the steering wheel to return to center too quickly and affect the driver's operation, thus maintaining steering feel.

[0219] It is important to understand that the original suppression torque is obtained based on currently known steering control methods. This original suppression torque can be determined based on vehicle speed, the driver's hand torque when the steering wheel returns to center, and the steering wheel angle.

[0220] Figure 11 is a schematic diagram of Embodiment 3 provided in this application.

[0221] As shown in Figure 11, Example 1 is an example where the left front tire blows out, and the driver first turns the steering wheel sharply to the right and then turns the steering wheel back to the left to straighten it.

[0222] Because the left front tire blowout generates a rightward yaw torque, the steering controller produces different torque values ​​to suppress misoperation when the driver turns the steering wheel to the left and right at the same angle. This suppression method is called "(left and right) asymmetrical steering assist".

[0223] Unlike Embodiment 2, in Embodiment 2, when the driver turns the steering wheel sharply to the left by 30°, the steering controller provides a torque of 2Nm to the right to suppress the driver's misoperation; in Embodiment 3, when the driver turns the steering wheel sharply to the right by 30°, the steering controller provides a torque of 1Nm to the left (i.e., T1 = +1Nm) to suppress the driver's misoperation.

[0224] Comparing Examples 2 and 3, both involve a tire blowout on the left front wheel. In Examples 2 and 3, the absolute values ​​of vehicle speed, steering wheel angular velocity, steering wheel angle, and driver's hand torque are the same, but the directions of the steering wheel angular velocity, steering wheel angle, and driver's hand torque are opposite. Therefore, the absolute value of T1 output in Example 3 is less than the absolute value of T1 output in Example 2. This is (left and right) asymmetrical power steering.

[0225] In Example 3, after outputting T1, the driver straightens the steering wheel to the left when it is at a 30° right turn position. In this case, the steering controller can calculate the second steering assist torque T2 that needs to be provided to the steering assist motor of the steering wheel based on the formula T2 = Th + Tr × β. For example, if T2 = 0.5 Nm, the steering controller can provide a torque of 0.5 Nm to the steering assist motor of the steering wheel in the left direction to mitigate the effect of the superposition of the original suppressing torque and the straightening torque applied to the steering wheel by the driver, thus maintaining the steering feel.

[0226] Based on the above technical solution, firstly, by incorporating tire blowout information, asymmetrical steering assist torque is provided to the steering mechanism. That is, when the steering wheel turns to the left and to the right at the same angle, the output steering assist torque differs. This allows for differentiated suppression of driver misoperation of the steering wheel in the event of a tire blowout, reducing driving safety risks. Secondly, considering the combined effect of the original suppressing torque and the driver's applied return torque, which can cause unexpected steering upon misoperation and potentially lead to loss of steering control, the steering assist torque is recalculated and output when the vehicle is in a return-to-center state, further reducing driving safety risks. Thirdly, timely driver alerts when the absolute value of the steering wheel angle exceeds a safety threshold can reduce the probability of driver panic exacerbating misoperation.

[0227] It is understandable that the above steering control method can be applied not only to tire blowout scenarios, but also to scenarios including, but not limited to, the following scenarios that may cause the vehicle to generate unexpected yaw torque: when the vehicle travels on a road surface with water accumulation on one side, causing sideslip, or when the vehicle turns from a high-friction road surface to a low-friction road surface, causing sideslip of the front axle, etc.

[0228] It is understood that the steering control method provided in this application can be integrated into vehicle control software, or in other words, can be loaded into the vehicle control system in the form of software. This application does not limit this.

[0229] The steering control method provided in this application has been described in detail above with reference to the accompanying drawings. The steering controller and steering control device provided in the embodiments of this application will be described in detail below.

[0230] This application embodiment also provides a steering controller, which can be used to: acquire tire blowout information, the tire blowout information indicating that a first tire has blown out, and determine a first steering assist torque, wherein the value of the first steering assist torque is different when the steering angle to the left and the steering angle to the right of the steering wheel are the same; and output the first steering assist torque. For a detailed description, please refer to the relevant descriptions of steps 210 and 220 in method 200 above, which will not be repeated here for the sake of brevity.

[0231] In one possible implementation, the steering controller is also used to: acquire the steering wheel angle; and determine the first steering assist torque based on the steering wheel angle and the tire blowout information.

[0232] For a detailed description, please refer to the relevant description in Method 200 above. For the sake of brevity, it will not be repeated here.

[0233] In one possible implementation, the first tire is the left front wheel, and when the steering wheel angle is greater than a first threshold, the direction of the first steering assist torque is opposite to the first direction; or, when the steering wheel angle is less than the first threshold, the direction of the first steering assist torque is the same as the first direction; wherein, the first direction is the direction in which the vehicle deviates due to a tire blowout.

[0234] For a detailed description, please refer to the relevant description in Method 200 above. For the sake of brevity, it will not be repeated here.

[0235] In one possible implementation, the first tire is the right front wheel. The steering wheel angle is obtained. If the steering wheel angle is less than a second threshold, the direction of the first steering assist torque is opposite to the first direction; or, if the steering wheel angle is greater than the second threshold, the direction of the first steering assist torque is the same as the first direction; wherein, the first direction is the direction in which the vehicle deviates due to a tire blowout.

[0236] For a detailed description, please refer to the relevant description in Method 200 above. For the sake of brevity, it will not be repeated here.

[0237] Optionally, the first steering assist torque T1 satisfies: T1=Th+Tr×α; where Th represents the original steering assist torque, which is determined based on the driver's hand torque, vehicle speed, and steering wheel angle; Tr represents the initial suppression torque, which is determined based on the tire blowout information, vehicle speed, and steering wheel angle; α represents the misoperation suppression weight coefficient, which is greater than or equal to 1, and is related to the vehicle speed, steering wheel angular velocity, or driver's hand torque, where driver's hand torque is the torque applied to the steering wheel by the driver.

[0238] For a detailed description, please refer to the relevant description in Method 200 above. For the sake of brevity, it will not be repeated here.

[0239] In one possible implementation, the steering controller is further configured to: output a second steering assist torque T2 when the direction of Tr is the same as that of the driver's hand torque, the second steering assist torque T2 satisfying: T2=Th+Tr×β, where β represents the return-to-center suppression weight coefficient, β is less than or equal to 1, and β is related to the vehicle speed, the steering wheel angular velocity, or the driver's hand torque.

[0240] For a detailed description, please refer to the relevant description in Method 200 above. For the sake of brevity, it will not be repeated here.

[0241] Optionally, the steering controller is also used to: alert the driver via audio and / or flashing status lights when the absolute value of the steering wheel angle exceeds a safety threshold.

[0242] For a detailed description, please refer to the relevant description in Method 200 above. For the sake of brevity, it will not be repeated here.

[0243] Figure 12 is a schematic block diagram of the steering control device provided in an embodiment of this application.

[0244] As shown in Figure 12, the steering control device 1200 includes an acquisition module 1210 and a processing module 1220. The steering control device 1200 can be used to implement the function of the steering controller in any of the method embodiments shown in Figures 2, 5, 7 or 8.

[0245] For example, when the steering control device 1200 is used to implement the function of the steering controller in the method embodiment shown in FIG2, the acquisition module 1210 can be used to acquire tire blowout information, which is used to indicate that the first tire has blown out, and to determine the first steering assist torque. When the steering angle to the left and the steering angle to the right of the steering wheel are the same, the value of the first steering assist torque is different; the processing module 1220 can be used to output the first steering assist torque.

[0246] Optionally, the first tire is the left front wheel, and the acquisition module 1210 can also be used to: acquire the steering wheel angle, and when the steering wheel angle is greater than a first threshold, the direction of the first steering assist torque is opposite to the first direction; or, when the steering wheel angle is less than the first threshold, the direction of the first steering assist torque is the same as the first direction; wherein, the first direction is the direction in which the vehicle deviates due to a tire blowout.

[0247] Optionally, the first tire is the right front tire, and the acquisition module 1210 can also be used to: acquire the steering wheel angle, and when the steering wheel angle is less than a second threshold, the direction of the first steering assist torque is opposite to the first direction; or, when the steering wheel angle is greater than the second threshold, the direction of the first steering assist torque is the same as the first direction; wherein, the first direction is the direction in which the vehicle deviates due to a tire blowout.

[0248] Optionally, the first steering assist torque T1 satisfies: T1=Th+Tr×α; where Th represents the original steering assist torque, which is determined based on the driver's hand torque, vehicle speed, and steering wheel angle; Tr represents the initial suppression torque, which is determined based on the tire blowout information, vehicle speed, and steering wheel angle; α represents the misoperation suppression weight coefficient, which is greater than or equal to 1, and is related to the vehicle speed, steering wheel angular velocity, or driver's hand torque, where driver's hand torque is the torque applied to the steering wheel by the driver.

[0249] Optionally, the processing module 1220 can also be used to: output a second steering assist torque when the direction of Tr is the same as that of the driver's hand torque, the second steering assist torque T2 satisfies: T2=Th+Tr×β, where β represents the return-to-center suppression weight coefficient, β is less than or equal to 1, and β is related to the vehicle speed, the steering wheel angular velocity or the driver's hand torque.

[0250] Optionally, the processing module 1220 can also be used to: alert the driver via audio and / or flashing status lights when the absolute value of the steering wheel angle is greater than a safety threshold.

[0251] For a more detailed description of each of the above modules, please refer directly to the relevant descriptions in the method embodiment shown in Figure 2, which will not be repeated here.

[0252] It should be understood that the module division in the embodiments of this application is illustrative and only represents a logical functional division. In actual implementation, there may be other division methods. Furthermore, the functional modules in the various embodiments of this application can be integrated into a single processor, exist as separate physical entities, or be integrated into a single module. The integrated modules described above can be implemented in hardware or as software functional modules.

[0253] Figure 13 is another schematic block diagram of the steering control device provided in the embodiments of this application.

[0254] The steering control device 1300 can be a chip system, or it can be a device configured with a chip system to implement the method described in the above-described method embodiments. In the embodiments of this application, the chip system can be composed of chips, or it can include chips and other discrete devices.

[0255] As shown in FIG13, the steering control device 1300 may include a processor 1310, which can be used to execute computer programs or instructions in memory to implement the steps performed by the steering controller in any of the embodiments of FIG2, FIG5, FIG7 or FIG8.

[0256] Optionally, the steering control device 1300 further includes a communication interface 1320. The communication interface 1320 can be used to communicate with other devices via a transmission medium, thereby enabling the steering control device 1300 to communicate with other devices. The communication interface 1320 can be, for example, a transceiver, interface, bus, circuit, or a device capable of transmitting and receiving data. The processor 1310 can use the communication interface 1320 to input and output data, and to implement the method described in any of the embodiments corresponding to Figures 2, 5, 7, or 8. Specifically, the steering control device 1300 can be used to implement the functions of the steering controller in the above-described method embodiments.

[0257] Optionally, the steering control device 1300 further includes at least one memory 1330 for storing program instructions and / or data. The memory 1330 is coupled to the processor 1310. The coupling in this embodiment is an indirect coupling or communication connection between devices, units, or modules, and can be electrical, mechanical, or other forms, used for information exchange between devices, units, or modules. The processor 1310 may operate in conjunction with the memory 1330. The processor 1310 may execute program instructions stored in the memory 1330.

[0258] In this application, the memory 1330 can be integrated into the processor 1310, or the processor 1310 and the memory 1330 can be set up separately. This application does not limit this.

[0259] It should be understood that the coupling in the embodiments of this application is an indirect coupling or communication connection between devices, units, or modules, which can be electrical, mechanical, or other forms, used for information interaction between devices, units, or modules. The processor 1310 may operate in conjunction with the memory 1330. The embodiments of this application do not limit the specific connection medium between the processor 1310, communication interface 1320, and memory 1330. In Figure 13, the processor 1310, communication interface 1320, and memory 1330 are connected via a bus 1340. The bus 1340 is represented by a thick line in Figure 13. The connection methods between other components are only illustrative and not intended to be limiting. The bus can be a peripheral component interconnect (PCI) bus or an extended industry standard architecture (EISA) bus, etc. The bus can be divided into address bus, data bus, control bus, etc. For ease of illustration, only one thick line is used in Figure 13, but this does not indicate that there is only one bus or one type of bus.

[0260] This application also provides a vehicle that includes the steering controller or steering control device as described above.

[0261] This application also provides a vehicle that includes modules capable of implementing the methods described in any of the embodiments of FIG2, FIG5, FIG7 or FIG8.

[0262] This application also provides a chip system, which includes at least one processor for supporting the implementation of the functions involved in any possible implementation of the embodiments shown in FIG2, FIG5, FIG7 or FIG8, for example, receiving or processing the data and / or indication information involved in the above methods.

[0263] In one possible design, the chip system also includes a memory for storing program instructions and data, which may be located within or outside the processor.

[0264] The chip system can consist of chips or include chips and other discrete components.

[0265] This application also provides a computer program product, which includes a computer program (also referred to as code or instructions) that, when run, can implement the steps performed by the steering controller in any of the embodiments shown in Figures 2, 5, 7 or 8.

[0266] This application also provides a computer-readable storage medium storing a computer program (also referred to as code or instructions). When the computer program is run, it can implement the steps performed by the steering controller in any of the embodiments shown in FIG2, FIG5, FIG7 or FIG8.

[0267] It should be understood that the processor in the embodiments of this application can be an integrated circuit chip with signal processing capabilities. In implementation, each step of the above method embodiments can be completed by the integrated logic circuits in the processor's hardware or by instructions in software form. The processor can be a general-purpose processor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components. It can implement or execute the methods, steps, and logic block diagrams disclosed in the embodiments of this application. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the methods disclosed in the embodiments of this application can be directly embodied in the execution of a hardware decoding processor, or executed by a combination of hardware and software modules in the decoding processor. The software modules can be located in random access memory, flash memory, read-only memory, programmable read-only memory, electrically erasable programmable memory, registers, or other mature storage media in the art. This storage medium is located in memory; the processor reads information from the memory and, in conjunction with its hardware, completes the steps of the above method.

[0268] It should also be understood that the memory in the embodiments of this application can be volatile memory or non-volatile memory, or may include both volatile and non-volatile memory. The non-volatile memory can be read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), or flash memory. The volatile memory can be random access memory (RAM), which is used as an external cache. By way of example, but not limitation, many forms of RAM are available, such as static random access memory (SRAM), dynamic random access memory (DRAM), synchronous dynamic random access memory (SDRAM), double data rate synchronous dynamic random access memory (DDR SDRAM), enhanced synchronous dynamic random access memory (ESDRAM), synchronous linked dynamic random access memory (SLDRAM), and direct rambus RAM (DR RAM). It should be noted that the memory used in the systems and methods described herein is intended to include, but is not limited to, these and any other suitable types of memory.

[0269] The terms "unit," "module," etc., used in this specification can be used to refer to computer-related entities, hardware, firmware, combinations of hardware and software, software, or software in execution. In the embodiments of this application, "unit" and "module" have the same meaning and can be used interchangeably.

[0270] Those skilled in the art will recognize that the various illustrative logical blocks and steps described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application. In the several embodiments provided in this application, it should be understood that the disclosed apparatus, devices, and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for example, the division of 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 system, or some features may be ignored or not executed. Furthermore, the shown or discussed mutual couplings or direct couplings or communication connections may be through some interfaces; indirect couplings or communication connections between devices or units may be electrical, mechanical, or other forms.

[0271] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0272] In addition, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0273] In the above embodiments, the functions of each functional unit can be implemented entirely or partially through software, hardware, firmware, or any combination thereof. When implemented using software, it can be implemented entirely or partially in the form of a computer program product. The computer program product includes one or more computer instructions (programs). When the computer program instructions (programs) are loaded and executed on a computer, all or part of the processes or functions described in the embodiments of this application are generated. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, the computer instructions can be transmitted from one website, computer, server, or data center to another website, computer, server, or data center via wired (e.g., coaxial cable, optical fiber, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium can be any available medium that a computer can access or a data storage device such as a server or data center that integrates one or more available media. The available media may be magnetic media (e.g., floppy disks, hard disks, magnetic tapes), optical media (e.g., digital video discs, DVDs), or semiconductor media (e.g., solid-state disks, SSDs), etc.

[0274] If the aforementioned functions are implemented as software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the technology, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, ROM, RAM, magnetic disks, or optical disks.

[0275] 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 steering control method, characterized in that, The method includes: Obtain tire blowout information, which is used to indicate that a first tire has blown out, and to determine a first steering assist torque, wherein the value of the first steering assist torque is different when the steering angle to the left and the steering angle to the right are the same. Output the first steering assist torque.

2. The method according to claim 1, characterized in that, The first tire is the left front wheel, and the method further includes: The steering wheel angle is obtained. If the steering wheel angle is greater than a first threshold, the direction of the first steering assist torque is opposite to the first direction; or, if the steering wheel angle is less than the first threshold, the direction of the first steering assist torque is the same as the first direction. The first direction is the direction in which the vehicle deviates due to a tire blowout.

3. The method according to claim 1 or 2, characterized in that, The first tire is the right front tire, and the method further includes: The steering wheel angle is obtained. If the steering wheel angle is less than a second threshold, the direction of the first steering assist torque is opposite to the first direction; or, if the steering wheel angle is greater than the second threshold, the direction of the first steering assist torque is the same as the first direction. The first direction is the direction in which the vehicle deviates due to a tire blowout.

4. The method according to any one of claims 1 to 3, characterized in that, The first steering assist torque T1 satisfies: T1=Th+Tr×α; Wherein, Th represents the original steering assist torque, which is determined based on the driver's hand torque, vehicle speed, and steering wheel angle; Tr represents the initial suppression torque, which is determined based on the tire blowout information, vehicle speed, and steering wheel angle; α represents the misoperation suppression weight coefficient, which is greater than or equal to 1, and is related to the vehicle speed, steering wheel angular velocity, or driver's hand torque, where driver's hand torque is the torque applied by the driver to the steering wheel.

5. The method according to claim 4, characterized in that, After outputting the first steering assist torque, the method further includes: When the direction of Tr is the same as that of the driver's hand torque, a second steering assist torque is output. The second steering assist torque T2 satisfies: T2=Th+Tr×β, where β represents the return-to-center suppression weight coefficient, β is less than or equal to 1, and β is related to the vehicle speed, the steering wheel angular velocity, or the driver's hand torque.

6. The method according to any one of claims 1 to 5, characterized in that, The method further includes: If the absolute value of the steering wheel angle exceeds the safety threshold, the driver will be alerted via audio and / or flashing status lights.

7. A steering controller, characterized in that, The steering controller is used for: Obtain tire blowout information, which is used to indicate that a first tire has blown out, and to determine a first steering assist torque, wherein the value of the first steering assist torque is different when the steering angle to the left and the steering angle to the right are the same. Output the first steering assist torque.

8. The steering controller according to claim 7, characterized in that, The first tire is the left front wheel, and the steering controller is further used for: The steering wheel angle is obtained. If the steering wheel angle is greater than a first threshold, the direction of the first steering assist torque is opposite to the first direction; or, if the steering wheel angle is less than the first threshold, the direction of the first steering assist torque is the same as the first direction. The first direction is the direction in which the vehicle deviates due to a tire blowout.

9. The steering controller according to claim 7 or 8, characterized in that, The first tire is the right front wheel, and the steering controller is further used for: The steering wheel angle is obtained. If the steering wheel angle is less than a second threshold, the direction of the first steering assist torque is opposite to the first direction; or, if the steering wheel angle is greater than the second threshold, the direction of the first steering assist torque is the same as the first direction. The first direction is the direction in which the vehicle deviates due to a tire blowout.

10. The steering controller according to any one of claims 7 to 9, characterized in that, The first steering assist torque T1 satisfies: T1=Th+Tr×α, where Th represents the original steering assist torque, which is determined based on the driver's hand torque, vehicle speed, and steering wheel angle; Tr represents the initial suppression torque, which is determined based on the tire blowout information, vehicle speed, and steering wheel angle; α represents the misoperation suppression weight coefficient, which is greater than or equal to 1, and is related to the vehicle speed, steering wheel angular velocity, or driver's hand torque, where driver's hand torque is the torque applied to the steering wheel by the driver.

11. The steering controller according to claim 10, characterized in that, The steering controller is also used for: When the direction of Tr is the same as that of the driver's hand torque, a second steering assist torque is output. The second steering assist torque T2 satisfies: T2=Th+Tr×β, where β represents the return-to-center suppression weight coefficient, β is less than or equal to 1, and β is related to the vehicle speed, the steering wheel angular velocity, or the driver's hand torque.

12. The steering controller according to any one of claims 7 to 11, characterized in that, The steering controller is also used for: If the absolute value of the steering wheel angle exceeds the safety threshold, the driver will be alerted via audio and / or flashing status lights.

13. A steering control device, characterized in that, Including processor and memory, among which, The memory is used to store programs; The processor is used to invoke the program so that the device performs the method as described in any one of claims 1 to 6.

14. A vehicle, characterized in that, The vehicle includes a steering controller as described in any one of claims 7 to 12; or... The vehicle includes the steering control device as described in claim 13.

15. A computer program product, characterized in that, Includes a computer program, which, when run, causes the method as described in any one of claims 1 to 6 to be performed.

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