Steering wheel hands-off detection method and apparatus, and vehicle

Abstract

A steering wheel hands-off detection method and apparatus (600), and a vehicle (100). The steering wheel hands-off detection method comprises: acquiring a steering-wheel steering torque signal and a road feel signal; and outputting hands-off detection information on the basis of the steering-wheel steering torque signal and the road feel signal.

Description

Steering wheel hands-off detection methods, devices and vehicles Technical Field

[0001] This application relates to the field of automotive intelligent control technology, and more particularly to a method, device, and vehicle for detecting steering wheel hands-off. Background Technology

[0002] To ensure driving safety, vehicles can perform hands-off detection. Currently, the most common method involves using a torque sensor in the steering system to measure the actual steering torque applied to the steering wheel and convert it into an electrical signal, known as the steering torque signal, which is then sent to the electronic control unit (ECU). The ECU uses this signal to determine if the driver has taken their hands off the wheel. While the steering torque is close to the torque exerted by the driver's hands on the steering wheel, it is also affected by other torques, such as road conditions, inertia, and friction, leading to significant errors, a high false alarm rate, and a poor driving experience. Another common method is to use a capacitive steering wheel to acquire grip force signals and determine if the driver has taken their hands off the wheel. This method requires an additional capacitive steering wheel, increasing costs. Summary of the Invention

[0003] This application provides a steering wheel hands-off detection method, device, and vehicle, which reduces frequent warnings caused by misjudgment and helps improve the driving experience.

[0004] In a first aspect, embodiments of this application provide a steering wheel hands-off detection method, which acquires a steering wheel steering torque signal and a road feel signal, and outputs hands-off detection information based on the steering wheel steering torque signal and the road feel signal.

[0005] In this embodiment, the steering torque is close to the steering force applied by the driver. However, in addition to the steering force applied by the driver, it is also affected by the road feel feedback torque. This road feel signal is generated based on parameters related to the vehicle's motion and road surface conditions, determining the magnitude of the road feel feedback torque. Because this embodiment considers the impact of the road feel feedback torque on the output hands-off detection result, it can reduce misjudgments caused by road surface conditions, thus improving the driving experience.

[0006] In one possible implementation, the aforementioned hands-off detection information is output based on the difference between the aforementioned steering wheel torque signal and the aforementioned road feel signal.

[0007] In this embodiment, the difference between the steering wheel torque signal and the road feel signal is obtained by removing the road feel feedback torque from the steering wheel torque, making it closer to the torque applied by the driver's hand on the steering wheel. This reduces misjudgments caused by road conditions and helps improve the driving experience.

[0008] In one possible implementation, the method further includes: acquiring system mechanical friction torque information, and outputting the aforementioned hands-off detection information based on the steering wheel torque signal, road feel signal, and system mechanical friction torque information.

[0009] In one possible implementation, the above-mentioned hands-off detection information is output based on the difference between the above-mentioned steering wheel torque signal, the above-mentioned road feel signal, and the sum of the system mechanical friction torque information.

[0010] In this embodiment, the system mechanical friction torque is the torque that resists steering wheel turning caused by system mechanical friction. The difference between the steering wheel turning torque signal and the sum of the road feel signal and the system mechanical friction torque information is the steering wheel turning torque after removing the road feel feedback torque and system mechanical friction torque. This is closer to the torque of the hand force applied by the driver on the steering wheel, which can reduce misjudgments caused by road conditions and system mechanical friction, and help improve the driving experience.

[0011] In one possible implementation, the method further includes: acquiring the transmission ratio, and outputting the hands-off detection information based on the steering wheel torque signal, road feel signal, system mechanical friction torque information, and transmission ratio.

[0012] In this embodiment, the road feedback torque generated by the road feel motor is transmitted to the steering column. Due to factors such as the mechanical transmission structure, a certain transmission ratio exists. Considering the influence of the road feedback torque, system mechanical friction torque, and transmission ratio on the output of the aforementioned hands-off detection information, misjudgments caused by road conditions, system mechanical friction, and transmission ratio can be reduced, making the judgment more accurate and contributing to an improved driving experience.

[0013] In one possible implementation, the aforementioned road sensing signal originates from the electronic control unit.

[0014] In this embodiment, the aforementioned road sense signal is determined by the electronic control unit based on road sense parameters and road sense simulation algorithm, and is used to indicate the road sense feedback torque that the road sense motor should theoretically generate, which can accurately reflect the influence of road surface conditions on steering wheel torque.

[0015] In one possible implementation, the aforementioned road sensing signal comes from a road sensing motor.

[0016] In this embodiment, the aforementioned road feel signal is output by the road feel motor, representing the value of the actual road feel feedback torque generated by the road feel motor. This is the actual impact of the road surface condition on the steering wheel torque, and can more accurately reflect the impact of the road surface condition on the steering wheel torque.

[0017] Secondly, embodiments of this application provide a steering wheel hands-off detection method, which acquires steering wheel silent state indication information, steering wheel steering signal, and road feel signal, wherein the steering wheel steering signal includes steering wheel steering torque signal and / or steering wheel angle signal; if the steering wheel silent state indication information indicates that the steering wheel is in a silent state, the method further includes: outputting hands-off detection information based on the steering wheel steering signal; if the steering wheel silent state indication information indicates that the steering wheel is not in a silent state, the method further includes: outputting hands-off detection information based on the steering wheel steering torque signal and road feel signal.

[0018] In this embodiment, when the steering wheel is in a static state, the road sensor motor stops working and does not generate road feedback torque. Therefore, road conditions have no impact on the steering wheel torque and / or steering wheel angle signal. The steering wheel torque and / or steering wheel angle are close to the torque and / or angle of the driver's hand force applied to the steering wheel. At this time, using the steering wheel signal for hands-off detection is also relatively accurate. When the steering wheel is not static, the steering wheel torque comes not only from the torque of the driver's hand force applied to the steering wheel but is also affected by the road feedback torque. In this embodiment, because the influence of the road feedback torque on the output hands-off detection result is considered, misjudgments caused by road conditions can be reduced, which helps to improve the driving experience.

[0019] In one possible implementation, the method further includes acquiring system mechanical friction torque information; if the steering wheel quiescent indicator information indicates that the steering wheel is in a quiescent state, the method outputs the hands-off detection information based on the steering wheel steering torque signal and the system mechanical friction torque information; if the steering wheel quiescent indicator information indicates that the steering wheel is not in a quiescent state, the processing unit is used to output hands-off detection information based on the steering wheel steering torque signal, road feel signal and system mechanical friction torque information.

[0020] In this embodiment, the system mechanical friction torque is the torque that hinders the steering wheel from turning due to the system mechanical friction force. Even when the steering wheel is in a static state, this friction torque still exists and affects the steering wheel torque. Taking the system mechanical friction torque into account when judging the hands-off detection can reduce misjudgments caused by the system mechanical friction force, making the hands-off detection judgment more accurate and helping to improve the driving experience.

[0021] In one possible implementation,

[0022] Thirdly, embodiments of this application provide a steering wheel hands-off detection device, which includes an acquisition unit and a processing unit. The acquisition unit is used to acquire steering wheel steering torque signals and road feel signals, and the processing unit is used to output hands-off detection information based on the steering wheel steering torque signals and road feel signals.

[0023] Regarding the acquisition unit and processing unit described in the third aspect and any possible implementation, the steps performed by them can be referred to the corresponding implementations in the first aspect.

[0024] Fourthly, embodiments of this application provide a steering wheel hands-off detection device, which includes: an acquisition unit and a processing unit. The acquisition unit is used to acquire steering wheel silent state indication information, steering wheel steering signal, and road feel signal. The steering wheel steering signal includes steering wheel steering torque signal and / or steering wheel angle signal. If the steering wheel silent state indication information indicates that the steering wheel is in a silent state, the processing unit is used to output hands-off detection information based on the steering wheel steering signal. If the steering wheel silent state indication information indicates that the steering wheel is not in a silent state, the processing unit is used to output hands-off detection information based on the steering wheel steering torque signal and road feel signal.

[0025] Regarding the acquisition unit and processing unit described in the fourth aspect and any possible implementation, the steps performed by them can be referred to the corresponding implementations in the second aspect.

[0026] Fifthly, embodiments of this application provide a steering wheel hands-off detection device, the device comprising: a storage unit for storing instructions, and a processing unit for executing the instructions stored in the storage unit, causing the device to perform the method of the first aspect or the second aspect and any possible implementation.

[0027] In a sixth aspect, embodiments of this application provide a computer-readable storage medium having instructions stored thereon that, when executed by a processor, cause the processor to implement the methods described in the first or second aspect and any possible implementation thereof.

[0028] In a seventh aspect, embodiments of this application provide a computer program product comprising computer program code that, when executed on a computer, causes the computer to implement the methods described in the first or second aspect and any possible implementation thereof.

[0029] Eighthly, embodiments of this application provide a chip, the chip including circuitry, the circuitry being used to perform the methods described in the first or second aspect and any possible implementation thereof.

[0030] In a ninth aspect, embodiments of this application provide a hand feel simulator, which includes: a torque and / or angle sensor, a road feel motor, and an electronic control unit, the electronic control unit being used to perform the methods described in the first or second aspect and any possible implementation thereof.

[0031] In a tenth aspect, embodiments of this application provide a steer-by-wire system, which includes: a hand feel simulator and a steering actuator as described in the eighth aspect above.

[0032] Eleventhly, embodiments of this application provide a vehicle, the vehicle comprising: a sensing system, a computing platform, a display device, and an execution system, the computing platform being used to perform the methods described in the first or second aspect above and any possible implementation.

[0033] Optionally, the above-mentioned steer-by-wire system can be used in vehicles, aircraft, ships and other equipment with steering functions, and this application embodiment does not limit this. Attached Figure Description

[0034] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the embodiments of this application will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0035] Figure 1 is a schematic diagram of the functional architecture of a vehicle provided in this embodiment;

[0036] Figure 2 is a schematic diagram of the functional architecture of a steer-by-wire system provided in this embodiment;

[0037] Figure 3 is a schematic diagram of the functional architecture of a haptic simulator provided in this embodiment;

[0038] Figure 4 is a schematic flowchart of a hand-removal detection method provided in an embodiment of this application;

[0039] Figure 5 is a schematic flowchart of another hand-release detection method provided in an embodiment of this application;

[0040] Figure 6 is a schematic diagram of the functional architecture of a hand-drop detection device provided in an embodiment of this application. Detailed Implementation

[0041] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described below with reference to the accompanying drawings.

[0042] The terms "first" and "second," etc., used in the specification, claims, and drawings of this application are used to distinguish different objects, not to describe a specific order. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to these processes, methods, products, or apparatuses.

[0043] The term "embodiment" as used herein means that a specific feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment mutually exclusive with other embodiments. Those skilled in the art will explicitly and implicitly understand that, unless otherwise specified or logically conflicting, the terminology and / or descriptions between the various embodiments of this application are consistent and can be mutually referenced, and technical features in different embodiments can be combined to form new embodiments based on their inherent logical relationships.

[0044] It should be understood that in this application, "at least one (item)" means one or more, "more than one" means two or more, "at least two (items)" means two or three or more, and "and / or" is used to describe the relationship between related objects, indicating that there can be three relationships. For example, "A and / or B" can mean: only A exists, only B exists, and A and B exist simultaneously, where A and B can be singular or plural. The character " / " generally indicates that the related objects before and after are in an "or" relationship. "At least one (item) of the following" or similar expressions refer to any combination of these items, including any combination of single or plural items. For example, at least one (item) of a, b, or c can mean: a, b, c, "a and b", "a and c", "b and c", or "a and b and c", where a, b, and c can be single or multiple.

[0045] It should be noted that, in this application, "instruction" can include direct instruction, indirect instruction, explicit instruction, and implicit instruction. When describing a certain instruction information for the purpose of instructing A, it can be understood that the instruction information carries A, directly instructs A, or indirectly instructs A.

[0046] In this application, the information indicated by the instruction information is called the information to be instructed. In specific implementations, there are many ways to indicate the information to be instructed, such as, but not limited to, directly indicating the information to be instructed, such as the information to be instructed itself or its index. It can also indirectly indicate the information to be instructed by indicating other information, where there is a correlation between the other information and the information to be instructed. It can also indicate only a part of the information to be instructed, while the other parts are known or pre-agreed upon. For example, the instruction of specific information can be achieved by using a pre-agreed (e.g., protocol-defined) arrangement of various information, thereby reducing instruction overhead to some extent. The information to be instructed can be sent as a whole or divided into multiple sub-information units, and the sending period and / or timing of these sub-information units can be the same or different. This application does not limit the specific sending method. The sending period and / or timing of these sub-information units can be predefined, for example, according to a protocol, or configured by the transmitting device by sending configuration information to the receiving device.

[0047] It should be noted that in this application, "send" can be understood as "output" and "receive" can be understood as "input". "Send information to A", where "to A" simply indicates the direction of information transmission, and A is the destination, does not limit "send information to A" to a direct transmission over the air interface. "Send information to A" includes sending information directly to A, as well as sending information indirectly to A through a transmitter. Therefore, "send information to A" can also be understood as "outputting information destined for A". Similarly, "receive information from A" indicates that the source of the information is A, including receiving information directly from A, as well as receiving information indirectly from A through a receiver. Therefore, "receive information from A" can also be understood as "inputting information from A".

[0048] To more clearly describe the solution of this application, some terms used in the embodiments of this application will be explained below.

[0049] Steering torque or angle: The actual steering torque or angle occurring at the steering column. It can generally be measured by torque and / or angle sensors.

[0050] Steering wheel signal: After the torque and / or angle sensor detects the actual torque and / or angle occurring at the steering column, it converts this into an electrical signal and inputs it to the Electronic Control Unit (ECU); this electrical signal is the steering wheel signal. Depending on the actual situation, this signal can be a steering torque signal and / or a steering angle signal. The ECU can then output steering commands based on this signal to control the wheels to steer.

[0051] Road feedback torque: In a steer-by-wire system, the road feel motor in the steering simulator generates road feel torque based on road conditions and acts on the steering column, affecting the actual steering torque at the steering column and driving the steering wheel. This allows the driver to feel the road conditions, thus simulating road feel. For example, this road feel torque can be the resistance torque that the road conditions are fed back to the steering wheel. This resistance torque can include one or more of the following: self-centering torque, sliding friction torque between the tires and the road surface, or rolling resistance torque.

[0052] Road sensing signal: The road sensing signal is generated based on parameters related to the vehicle's motion state and road surface conditions. The road sensing motor generates road sensing feedback torque based on the road sensing signal, and the magnitude of the road sensing feedback torque is determined by the road sensing signal.

[0053] Steering wheel in silent mode: When the steering wheel is in silent mode, it is unaffected by intelligent driving steering control and road conditions while driving. During driving, if the driver does not hold the steering wheel, it should remain in a fixed position.

[0054] Gear ratio: The road feel feedback torque generated by the road feel motor is transmitted to the steering column. Due to factors such as the mechanical transmission structure, there will be a certain gear ratio. The specific value of this gear ratio is the ratio of the actual road feel feedback torque acting on the steering column to the road feel feedback torque output by the road feel motor. Generally speaking, this gear ratio can be obtained through theoretical calculation or through measurement and calibration.

[0055] System mechanical friction torque: System mechanical friction torque is the torque that resists steering wheel turn caused by the system's mechanical friction force, and it is related to the hardware structure selection. Generally, it can be obtained from the theoretical design values ​​provided by the supplier, or it can be obtained through actual vehicle calibration.

[0056] Intelligent driving: Intelligent driving can include assisted driving and autonomous driving. Intelligent driving systems utilize various sensors on the vehicle (including but not limited to one or more of the following: LiDAR, millimeter-wave radar, cameras, ultrasonic sensors, GPS, inertial measurement units) to acquire information from the vehicle's surroundings. This information is analyzed and processed to achieve functions such as obstacle perception, target recognition, vehicle localization, path planning, and driver monitoring / alerts, thereby improving vehicle safety, automation, and comfort. For example, at different levels of intelligent driving, based on artificial intelligence algorithms and information acquired by multiple sensors, intelligent driving systems can achieve different levels of autonomous driving assistance. These intelligent driving levels can be based on the classification standards of the Society of Automotive Engineers (SAE). Level L0 is no automation; Level L1 is driver assistance; Level L2 is partial automation; Level L3 is conditional automation; Level L4 is high automation; and Level L5 is full automation. Levels L1 to L3 involve monitoring road conditions and reacting to them jointly, requiring the driver to take over dynamic driving tasks; this is assisted driving. Levels L4 and L5 allow the driver to completely transition into a passenger role. Currently, the functions achievable by intelligent driving systems mainly include, but are not limited to: adaptive cruise control, automatic emergency braking, automatic parking, blind spot monitoring, forward cross-traffic alert / braking, rear cross-traffic alert / braking, forward collision warning, lane departure warning, lane keeping assist, rear collision warning, traffic sign recognition, traffic jam assist, and highway assist, etc., constituting autonomous driving. It should be understood that the aforementioned functions can have specific modes at different intelligent driving levels (L0-L5), with higher intelligent driving levels corresponding to more intelligent modes. This application does not impose specific levels or capabilities limitations.

[0057] Figure 1 is a functional architecture diagram of a vehicle 100 provided in an embodiment of this application. The vehicle 100 may include a perception system 110, a computing platform 120, and an execution system 130. The perception system 110 can acquire information about the vehicle's surrounding environment and its own state information. For example, the perception system 110 may include one or more sensors capable of sensing surrounding environment information, such as a camera, ultrasonic radar, millimeter-wave radar, or lidar. As another example, the perception system 110 may include one or more sensors capable of sensing the vehicle's own state information, such as a steering wheel torque and / or angle sensor, a vehicle speed sensor, a temperature sensor, a pressure sensor, a current sensor, or an inertial sensor.

[0058] Some or all of the functions of vehicle 100 can be controlled by computing platform 120. Computing platform 120 may include one or more processors, such as processors 121 to 12n (n being a positive integer). A processor is a circuit with signal processing capabilities. In one implementation, the processor can be a circuit with instruction read and execute capabilities, such as a central processing unit (CPU), microprocessor, graphics processing unit (GPU) (which can be understood as a type of microprocessor), or digital signal processor (DSP). In another implementation, the processor can implement certain functions through the logical relationships of hardware circuits. These logical relationships are fixed or reconfigurable. For example, the processor may be a hardware circuit implemented using an application-specific integrated circuit (ASIC) or a programmable logic device (PLD), such as a field-programmable gate array (FPGA). In reconfigurable hardware circuits, the process of the processor loading a configuration document and configuring the hardware circuit can be understood as the process of the processor loading instructions to implement some or all of the functions of the aforementioned units. Furthermore, the processor can also be a hardware circuit designed for artificial intelligence, which can be understood as an ASIC, such as a neural network processing unit (NPU), tensor processing unit (TPU), deep learning processing unit (DPU), etc. In addition, the computing platform 120 may also include a memory for storing instructions. Some or all of the processors 121 to 12n can call the instructions in the memory to implement the corresponding functions.

[0059] Some or all of the functions of vehicle 100 can be performed by execution system 130, which receives and executes instructions from computing platform 120 to realize the driver's intentions. For example, execution system 130 can be a steering execution system, braking execution system, or drive execution system. As another example, the steering execution system receives steering instructions from computing platform 120 and controls the motor to drive the vehicle, thereby achieving the purpose of steering.

[0060] Vehicle steering systems have evolved from mechanical steering systems to electric power steering (EPS). With the development of steer-by-wire technology, steering-by-wire (SBW) systems will become the main direction for the future. SBW systems eliminate the mechanical connection between the steering wheel and the steering wheels, using electricity to achieve steering entirely. This overcomes the limitations of traditional steering systems, enabling intelligent vehicle steering through control algorithms. Furthermore, SBW systems are more space-efficient and lighter than traditional steering systems. In traditional mechanical steering systems, the driver can feel the road surface through the mechanical connection between the steering wheel and the steering wheels—a "road feel." However, in SBW systems, because the mechanical connection between the steering wheel and the steering wheels is eliminated, other methods are needed to simulate road feel to ensure the driver can perceive the road surface and provide steering feedback.

[0061] Currently, steer-by-wire systems use a feel simulator to simulate road feel, ensuring that the driver can perceive the road surface conditions while the vehicle is in motion and providing steering feel.

[0062] For example, Figure 2 shows a schematic diagram of the functional architecture of a steer-by-wire system 200 provided in an embodiment of this application. For instance, the steer-by-wire system 200 may include a hand-feel simulator 210 and a steering actuator 220. The hand-feel simulator 210 and the steering actuator 220 are connected via an electrical signal. Taking a vehicle as an example, the process of implementing vehicle steering control by the SBW system may include:

[0063] Step 1: The hand-feel simulator 210 sends a steering command to the steering actuator 220 via an electrical signal.

[0064] For example, the steering command may be obtained by the hand motion simulator 210 based on driving intention, vehicle motion state, or road surface condition.

[0065] Step 2: The steering actuator 220 controls the wheels to steer according to the steering command sent by the hand feel simulator 210.

[0066] The structures of the vehicle 100 and the steer-by-wire system 200 described above are merely illustrative. In actual applications, the various components in the vehicle 100 and the steer-by-wire system 200 can be added or removed as needed. The steer-by-wire system 200 is not limited to applications in vehicles; it can also be used in aircraft, ships, and other equipment with steering functions.

[0067] To ensure safe driving, regulations in various countries currently require that drivers' hands remain on the steering wheel while the vehicle is in motion, so that they can take over the vehicle at any time in an emergency. Therefore, it is necessary to provide a hands-off detection (HOD) method that issues a hands-off warning or take-over reminder when it detects that the driver has taken their hands off the wheel.

[0068] For example, Figure 3 illustrates a functional architecture diagram of a hand-feel simulator provided in an embodiment of this application. For instance, the hand-feel simulator 300 may include a torque and / or angle sensor 310, a road-feel motor 320, and an electronic control unit 330. This hand-feel simulator 300 can be used to perform the following hand-off detection method.

[0069] For example, Figure 4 shows a schematic flowchart of a hand-removal detection method 400 provided in an embodiment of this application. The method 400 includes:

[0070] S410 acquires steering wheel torque signals and road feel signals.

[0071] The steering wheel torque signal and road feel signal are acquired by the electronic control unit 330. The specific process by which the electronic control unit 330 acquires the steering wheel torque signal is as follows:

[0072] For example, the steering torque signal is measured by a torque and / or angle sensor 310. This sensor detects the actual torque and / or angle occurring at the steering column, i.e., the steering torque and / or steering angle. The steering torque is close to the torque applied by the driver's hand on the steering wheel; however, in addition to the torque applied by the driver, it is also affected by other torques, such as road feel torque, system mechanical friction torque, etc. The torque and / or angle sensor 310 converts the detected steering torque and / or angle into an electrical signal and outputs it to the aforementioned electronic control unit 330. This electrical signal is the steering signal, which, depending on the application, can be the steering torque signal and / or steering angle signal. For example, the torque and / or angle sensor 310 can be a torque and angle sensor (TAS) that measures the torque and angle of the steering wheel. For example, the torque and / or angle sensor 310 can also be a TIS (Torque+Index Sensor) or a TOS (Torque Only Sensor). A TIS only provides torque signals and zero-crossing signal pulses for the absolute steering angle; the system can combine these with the motor angle to obtain the steering wheel angle. A TOS only provides torque signals. Therefore, the aforementioned electronic control unit 330 can read the steering wheel torque signal and / or angle signal in real time from the torque and / or angle sensor 310. In this embodiment, the electronic control unit 330 only needs to be able to read the steering wheel torque signal.

[0073] The specific process by which the above-mentioned electronic control unit 330 acquires the road sensor signal is as follows:

[0074] The road sensor signal can come from the electronic control unit 330 itself or from the road sensor motor 320.

[0075] Step 411: The above-mentioned electronic control unit 330 acquires road sense parameters.

[0076] The road feel parameter is measured by multiple sensors in the perception system, such as vehicle chassis sensors and steering angle sensors. This road feel parameter can include parameters related to the vehicle's motion state and road surface conditions, such as one or more of the following: vehicle speed, steering angle, lateral acceleration, yaw rate, and rack force. This road feel parameter can be adjusted according to actual needs to achieve different driving experiences and safety requirements, and is not limited to the above description. After measuring the road feel parameter, the multiple sensors output it to the electronic control unit 330. Thus, the electronic control unit 330 can read the road feel parameter from the aforementioned multiple sensors in real time.

[0077] Step 412: The above-mentioned electronic control unit 330 generates a first road sensing signal based on the above-mentioned road sensing parameters. The electronic control unit 330 can output hand-off detection information based on the first road sensing signal.

[0078] After acquiring the aforementioned road sense parameters, the electronic control unit 330 generates the aforementioned first road sense signal based on the road sense parameters and the road sense simulation algorithm. The first road sense signal is used to indicate the road sense feedback torque that the road sense motor 320 should theoretically produce.

[0079] Step 413: The aforementioned road sensor motor 320 generates a road sensor control command based on the aforementioned first road sensor signal and sends it to the road sensor motor 320.

[0080] Step 414: The road feel motor 320 generates road feel feedback torque according to the road feel control command mentioned above.

[0081] The magnitude of the road feedback torque actually generated by the road feel motor 320 is determined by the aforementioned first road feel signal. Theoretically, the actual road feedback torque generated by the road feel motor 320 should be equal to the value expressed by the first road feel signal. However, the road feel motor 320 has a certain error in actual operation. Therefore, those skilled in the art will understand that the final actual generated road feedback torque will differ somewhat from the road feedback torque indicated by the first road feel signal. The road feedback torque actually generated by the road feel motor 320 is transmitted to the steering column, affecting the steering torque at the steering column, driving the steering wheel, thereby allowing the driver to feel the road surface conditions while the vehicle is driving, achieving the effect of simulating road feel.

[0082] Specifically, when a vehicle enters intelligent driving mode, the steering wheel is in a silent state. During driving, the steering wheel is unaffected by intelligent driving steering control or road conditions; if the driver does not hold the steering wheel, it should remain in a fixed position. This enhances driver safety, convenience, and comfort. After the driver activates intelligent driving mode, the intelligent driving system sends a steering wheel silence instruction to the aforementioned electronic control unit 330. Upon receiving this instruction, the electronic control unit 330 controls the road sensor motor 320 to stop operating, thus preventing the generation of road sensor feedback torque. For example, when the electronic control unit 330 receives the steering wheel silence instruction, it configures the first road sensor signal to 0, indicating that the road sensor motor 320 generates zero road sensor feedback torque, thereby controlling the road sensor motor 320 to stop operating. Alternatively, upon receiving the steering wheel silence instruction, the electronic control unit 330 directly sends a silence command to the road sensor motor 320, controlling it to stop operating and preventing the generation of road sensor feedback torque.

[0083] In step 415, the electronic control unit 330 sends a request to the road sensor motor 320 to acquire a road sensor signal, requesting the road sensor motor 320 to output a second road sensor signal. The electronic control unit 330 can output hand-off detection information based on the second road sensor signal.

[0084] The second road feel signal represents the value of the road feel feedback torque actually generated by the aforementioned road feel motor 320.

[0085] In step 416, the road sensor motor 320 outputs the second road sensor signal to the electronic control unit 330. The second road sensor signal can be used to output hand-off detection information.

[0086] For example, the electronic control unit 330 can read the second road sensor signal from the road sensor motor in real time.

[0087] Optionally, the method for detecting hand release may also include: acquiring information on the system's mechanical friction torque.

[0088] For example, the mechanical friction torque of this system is related to the hardware structure selection and may have different values ​​for different vehicle models or systems. It can also be obtained through actual vehicle calibration. For instance, it can be obtained from the theoretical design values ​​provided by the supplier; typically, the mechanical friction torque of a belt-driven hand-feel simulator is 0.1–0.2 N·m, while that of a worm gear-driven hand-feel simulator is 0.8–1.0 N·m. Alternatively, it can be obtained through actual vehicle calibration. Generally, a specific parameter needs to be calibrated for the same vehicle model. The specific method for actual vehicle calibration of the system's mechanical friction torque is as follows:

[0089] Step 1: When the vehicle is stationary and the steer-by-wire system is working, the road sensor motor is turned off to avoid the influence of road conditions on the steering torque.

[0090] Step 2: Obtain the torque applied by the driver to the steering wheel. For example, install a torque steering wheel to collect the torque applied by the driver to the steering wheel.

[0091] Step 3: Obtain the steering torque, for example, by detecting the steering torque using TIS or TOS.

[0092] Step 4: Determine the system mechanical friction torque. The difference between the torque applied by the driver to the steering wheel and the steering torque can be considered as the system mechanical friction torque.

[0093] The value of the aforementioned system mechanical friction torque is converted into system mechanical friction torque information and stored in the aforementioned electronic control unit 330.

[0094] Optionally, the hands-free detection method further includes: obtaining the transmission ratio β, which is specifically the ratio of the actual road feel feedback torque acting on the steering column to the road feel feedback torque output by the road feel motor.

[0095] For example, β can be calculated theoretically, or it can be calibrated by actually measuring the road feedback torque output by the road feel motor and the actual road feedback torque acting on the steering column.

[0096] The value β of the aforementioned transmission ratio is stored in the aforementioned electronic control unit 330.

[0097] S420 outputs hands-off detection information based on the aforementioned steering wheel torque signal and road feel signal.

[0098] The specific method for outputting the hands-off detection information based on the steering wheel torque signal and the road feel signal is as follows:

[0099] Step 421: The electronic control unit 330 calculates and determines the torque value T based on the steering wheel torque signal and the road feel signal.

[0100] For example, the value T of the determined torque is calculated based on the difference between the steering wheel torque signal and the road feel signal. Alternatively, the value T of the determined torque can also be calculated based on the difference between the steering wheel torque signal and the sum of the road feel signal and the system mechanical friction torque information.

[0101] The specific implementation process is as follows:

[0102] The aforementioned electronic control unit 330 acquires the steering wheel torque signal, road feel signal, and system mechanical friction torque information, and converts them into the steering wheel torque value T1, the road feel feedback torque value T2, and the system mechanical friction torque value T3. These values ​​can be used to determine the calculation of torque T.

[0103] For example, the above-mentioned electronic control unit 330 calculates and judges the value T of torque based on T1, T2, T3 and β. The specific calculation method is: T = T1 - T2 * β - T3.

[0104] The calculated judgment torque value T, by removing the influence of road feel feedback torque and system mechanical friction torque on steering wheel torque, is closer to the actual torque in the driver's hands. Therefore, outputting hands-off detection information based on this judgment torque value T can reduce the impact of road conditions and system mechanical friction on the accuracy of the hands-off detection information, decrease frequent hands-off warnings or takeover alerts caused by misjudgments, and improve the driving experience.

[0105] Optionally, when the system's mechanical friction is small or the accuracy requirement for the release detection is low, the above-mentioned system friction torque can be disregarded. The value of the judgment torque T can be calculated based on the value of the steering wheel torque T1, the value of the road feel feedback torque T2, and the value of the transmission ratio β. For example, the specific calculation method is: T = T1 - T2 * β.

[0106] Optionally, when the transmission ratio of the road feedback torque output by the road feel motor 320 to the steering column is high, or the requirement for hands-free detection accuracy is low, the transmission ratio can be disregarded. The value of the judgment torque T can be calculated based on the value of the steering torque T1, the value of the road feedback torque T2, and the value of the mechanical friction torque T3 of the system. For example, the specific calculation method is: T = T1 - T2 - T3.

[0107] Optionally, when the accuracy requirement for hands-free detection is low, the transmission ratio and system friction torque can be disregarded. The judgment torque T can be calculated based on the steering torque T1 and the road feel feedback torque T2. For example, the specific calculation method is: T = T1 - T2.

[0108] Those skilled in the art will know that, in practical applications, the calculation method and parameters for the torque value T can be set according to actual needs, and a specific parameter can also be processed according to actual needs, and is not limited to the above formula.

[0109] Step 422: The above-mentioned electronic control unit 330 outputs the above-mentioned release detection information based on the value T of the judged torque.

[0110] For example, when the torque value T reaches different thresholds, different release detection information is output.

[0111] For example, if the value T of the judgment torque is less than the first torque threshold and the duration is greater than the first time threshold, the output release detection information is "primary release". The release detection information can be displayed on the screen or an alarm can be issued.

[0112] For example, after a hands-off alarm is issued, if the value T of the judgment torque is greater than the second torque threshold and the duration is greater than the second time threshold, the hands-off detection information is output as "not released" and the alarm is canceled.

[0113] For example, when the vehicle is in a non-intelligent driving state, if the value T of the determined torque is less than the third torque threshold, and the third torque threshold is less than the first time threshold, and the duration t is greater than the third time threshold, and the third time threshold is greater than the first time threshold, the output hand-off detection information is "severe hand-off".

[0114] For example, the aforementioned torque and time thresholds can be obtained through real-vehicle calibration. For instance, with the vehicle static, testers modify the thresholds and continuously perform hands-off detection to ensure that the final threshold does not frequently trigger hands-off warnings, affecting the driving experience, nor is it too sluggish to detect hands-off states. Thus, a suitable torque and time threshold are obtained through comprehensive subjective and objective testing and evaluation, ensuring safe driving. Since the hands-off detection method in this embodiment removes the influence of road conditions on steering torque when generating hands-off detection information, threshold calibration can be performed with the vehicle stationary, eliminating the need for dynamic threshold calibration for multiple scenarios, greatly reducing the difficulty and workload of threshold calibration.

[0115] For example, the aforementioned torque and time thresholds can be obtained through real-vehicle calibration. For instance, with the vehicle static, testers modify the thresholds and continuously perform hands-off detection to ensure that the final threshold does not frequently trigger hands-off warnings, affecting the driving experience, nor is it too sluggish to detect hands-off states. Thus, a suitable torque and time threshold are obtained through comprehensive subjective and objective testing and evaluation, ensuring safe driving. Since the hands-off detection method in this embodiment removes the influence of road conditions on steering torque when generating hands-off detection information, threshold calibration can be performed with the vehicle stationary, eliminating the need for dynamic threshold calibration for multiple scenarios, greatly reducing the difficulty and workload of threshold calibration.

[0116] For example, Figure 5 shows a schematic flowchart of another hand-removal detection method 500 provided in an embodiment of this application. This method 500 can be executed by the electronic control unit 330 in the aforementioned hand-feel simulator 300. Specifically, the method 500 includes:

[0117] In this embodiment, when the vehicle enters intelligent driving mode, the steering wheel can be in a silent state. The intelligent driving system can automatically activate the steering wheel silence state simultaneously with intelligent driving activation, or the driver can choose whether to activate the steering wheel silence state. When the steering wheel is in a silent state, the vehicle is unaffected by intelligent driving steering control and road conditions during driving. When the steering wheel silence state is activated, the intelligent driving system sends a steering wheel silence instruction message to the aforementioned electronic control unit 330. Upon receiving the steering wheel silence instruction message, the electronic control unit 330 controls the road sensor motor to stop working, thus preventing the generation of road sensor feedback torque.

[0118] S510, acquire steering wheel silent state indication information, steering wheel steering signal and road feel signal, wherein the steering wheel steering signal includes steering wheel steering torque signal and / or steering wheel angle signal.

[0119] For example, the method for obtaining the steering wheel signal is as follows: the steering wheel signal is measured by the torque and / or angle sensor 310, such as a TAS or TIS sensor. The torque and / or angle sensor 310 has a torque and / or angle detection function, which can detect the actual steering torque and / or angle occurring on the steering column, i.e., the steering wheel torque and / or angle, and convert the steering torque and / or angle into an electrical signal, which is output to the electronic control unit 330. This electrical signal is the steering wheel signal. Therefore, the electronic control unit 330 can read the steering wheel signal from the sensor in real time. Depending on the actual application scenario, the steering wheel signal can be a steering wheel torque signal and / or a steering wheel angle signal.

[0120] For example, the aforementioned steering wheel silent state indication information is sent by the intelligent driving system to the electronic control unit 330. If the steering wheel silent state indication information indicates that the steering wheel is not silent, the road sensor motor works normally and generates road sensor feedback torque acting on the steering wheel column. If the steering wheel silent state indication information indicates that the steering wheel is silent, the road sensor motor stops working and does not generate road sensor feedback torque.

[0121] Optionally, the method for detecting hand release may also include: acquiring information on the system's mechanical friction torque.

[0122] Optionally, the method for detecting hand release may also include: obtaining the transmission ratio.

[0123] S520a, if the steering wheel silent state indicator indicates that the steering wheel is in a silent state, execute step 530;

[0124] For example, the aforementioned steering wheel silent state indication information can use different values ​​to indicate whether the steering wheel is in a silent state. For example, "0" indicates that the steering wheel is not silent, and "1" indicates that the steering wheel is silent. Alternatively, the steering wheel can be in a silent state by whether the steering wheel silent state indication information is obtained. If the electronic control unit 330 obtains the steering wheel silent state indication information, it indicates that the steering wheel is not silent. If the steering wheel silent state indication information is not obtained, for example, if the steering wheel silent state indication information is empty, it indicates that the steering wheel is not silent.

[0125] S520b, if the steering wheel silent state indicator indicates that the steering wheel is not silent, proceed to step 540.

[0126] S530 outputs hands-off detection information based on the aforementioned steering wheel steering signal.

[0127] For example, the aforementioned electronic control unit 330 outputs hands-off detection information based on the aforementioned steering wheel steering signal, specifically implemented as follows:

[0128] For example, when the steering signal of the steering wheel is a steering torque signal, the aforementioned electronic control unit 330 receives the steering torque signal, converts it into a steering torque value, and outputs hands-off detection information based on this value. If the steering torque value is less than a first torque threshold and the duration exceeds a first time threshold, the hands-off detection information is output as "hands off," which can be displayed on the screen or accompanied by an audible warning. After a hands-off warning is issued, if the steering torque value is greater than a second torque threshold and the duration exceeds a second time threshold, the hands-off detection information is output as "hands not off," and the warning can be canceled.

[0129] Optionally, when the steering wheel signal is a steering wheel torque signal, the electronic control unit 330 outputs a hands-off detection information based on the difference between the steering wheel torque signal and the mechanical friction torque information of the system.

[0130] Optionally, when the steering wheel signal is a steering wheel angle signal, the aforementioned electronic control unit 330 receives the steering wheel angle signal, converts it into a steering wheel angle value, and outputs hands-off detection information based on this value. If the steering wheel angle value is less than a first angle threshold and the duration exceeds a first time threshold, the hands-off detection information is output as "hands off," and a warning can be displayed on the screen or issued with an audible alert. After a hands-off warning is issued, if the steering wheel angle value is greater than a second angle threshold and the duration exceeds a second time threshold, the hands-off detection information is output as "hands not off," and the warning can be canceled.

[0131] For example, the torque threshold, steering angle threshold, and time threshold can be obtained through real-vehicle calibration. For instance, with the vehicle static, testers modify the thresholds and continuously perform hands-off detection to ensure the final threshold does not frequently trigger hands-off warnings, affecting the driving experience; nor is it too sluggish to detect the driver's hands-off state, ensuring safe driving. Appropriate torque, steering angle, and time thresholds are obtained through comprehensive subjective and objective testing and evaluation. Since the vehicle in this embodiment is in a static steering wheel state, the steering torque and / or steering angle are not affected by intelligent driving steering control and road conditions. Therefore, threshold calibration can be performed with the vehicle stationary, eliminating the need for dynamic threshold calibration for multiple scenarios, greatly reducing the difficulty and workload of threshold calibration.

[0132] Since the steering wheel is in a silent state, its steering torque and / or angle are not affected by intelligent driving steering control and road conditions. They are basically equal to the torque and / or angle of the driver's hand force on the steering wheel. Therefore, there is no need to consider the road feel feedback torque. The hand-off detection information can be accurately output based solely on the steering wheel signal.

[0133] S540 outputs hands-off detection information based on the steering wheel torque signal and road feel signal.

[0134] The specific implementation method for outputting hands-off detection information based on the aforementioned steering wheel torque signal and road feel signal is as follows:

[0135] Step 541: The electronic control unit 330 calculates the value of the judgment torque based on the steering wheel torque signal and the road feel signal.

[0136] Since the steering wheel is not in a silent state, the influence of road feel feedback torque on steering torque needs to be considered. Therefore, the steering wheel signal can be the steering torque signal, which is convenient for subsequent calculation and judgment of the torque value T.

[0137] For example, the value T of the determined torque is calculated based on the difference between the steering wheel torque signal and the road feel signal. Alternatively, the value T of the determined torque can be calculated based on the difference between the steering wheel torque signal and the sum of the road feel signal and the system mechanical friction torque information.

[0138] Step 542: The above-mentioned electronic control unit 330 can output the release detection information according to the value T of the judged torque.

[0139] Because the steering wheel is not in a silent state, the steering torque is affected by road conditions. When calculating the judgment torque value T, the influence of road feel feedback torque and system mechanical friction torque on the steering torque is removed, resulting in a value closer to the actual torque in the driver's hands. Therefore, outputting hands-off detection information based on this judgment torque value T reduces the impact of road conditions and system mechanical friction on the accuracy of the hands-off detection information, decreasing frequent hands-off warnings or takeover alerts caused by misjudgments, and improving the driving experience.

[0140] Since the hands-off detection method in this embodiment of the invention considers the influence of road conditions on steering wheel torque when outputting hands-off detection information, threshold calibration can be performed with the vehicle stationary, eliminating the need for dynamic threshold calibration for multiple scenarios, thus greatly reducing the difficulty and workload of threshold calibration. Furthermore, the hands-off detection method in this embodiment can be implemented within the vehicle's computing platform; for example, it can also be implemented within the electronic control unit of the hand-feel simulator, without introducing additional hardware, thereby saving hardware costs.

[0141] The above-described hands-free detection methods 400 and 500 in this embodiment of the invention can be executed by the vehicle 100, or by the computing platform 120, or by the processor, chip, or circuit in the computing platform 120; or, the methods 400 and 500 can be executed by the steer-by-wire system 200, or by the hand-feel simulator 210 in the steer-by-wire system 200; or, the methods 400 and 500 can be executed by the hand-feel simulator 300, or by the electronic control unit 330 in the hand-feel simulator 300.

[0142] The methods of the embodiments of this application have been described in detail above. The following provides an apparatus for implementing any one of the methods in the embodiments of this application. For example, an apparatus is provided that includes a unit (or means) for implementing the steps performed by the device in any of the above methods.

[0143] Figure 6 shows a schematic diagram of the functional architecture of a hand-removal detection device 600 provided in an embodiment of this application.

[0144] As shown in Figure 6, the hands-off detection device 600 includes an acquisition unit 610 and a processing unit 620. The acquisition unit 610 is used to acquire steering wheel torque signals and road feel signals. The processing unit 620 is used to output hands-off detection information based on the steering wheel torque signals and road feel signals.

[0145] For example, the acquisition unit 610 and the processing unit 620 described above may be located in the electronic control unit.

[0146] For example, a torque and / or angle sensor can detect the actual torque and / or angle occurring at the steering column, i.e., the steering torque and / or steering angle. This torque and / or angle sensor converts the steering torque and / or steering angle into an electrical signal and outputs it to the acquisition unit 610. Thus, the acquisition unit 610 can read the steering torque signal and / or steering angle signal from the torque and / or angle sensor in real time. Optionally, the processing unit is further configured to output the detection information based on the difference between the steering torque signal and the road feel signal.

[0147] Optionally, the acquisition unit is also used to acquire system mechanical friction torque information, and the processing unit is also used to output hands-off detection information based on the aforementioned steering wheel torque signal, road feel signal and system mechanical friction torque information.

[0148] For example, the mechanical friction torque of the system is related to the hardware structure selection, and may have different values ​​for different vehicle models or systems. It can also be obtained through actual vehicle calibration. The value of the mechanical friction torque of the system is converted into system mechanical friction torque information and stored in the above-mentioned electronic control unit.

[0149] Optionally, the acquisition unit is also used to acquire the transmission ratio, the value of which is the ratio of the actual road feel feedback torque acting on the steering column to the road feel feedback torque output by the road feel motor; the processing unit is used to output the hands-off detection information based on the steering torque signal, road feel signal, system mechanical friction torque information and transmission ratio.

[0150] For example, the transmission ratio is specifically the ratio of the actual road feel feedback torque acting on the steering column to the road feel feedback torque output by the road feel motor, and the value of the transmission ratio is stored in the electronic control unit.

[0151] Optionally, the acquisition unit is used to acquire road sense signals from the electronic control unit.

[0152] For example, the above-mentioned electronic control unit acquires road sense parameters and generates a first road sense signal based on the road sense parameters. The acquisition unit 610 can acquire the first road sense signal from the electronic control unit itself. The first road sense signal is used to indicate the road sense feedback torque that the road sense motor should theoretically generate.

[0153] Optionally, the acquisition unit is used to acquire road sense signals from the road sense motor.

[0154] For example, the acquisition unit 610 sends a request to the road sensor motor to acquire a road sensor signal, requesting the road sensor motor to output a second road sensor signal, which represents the road sensor feedback torque actually generated by the road sensor motor. The present invention also provides an embodiment of a hands-off detection device comprising: an acquisition unit and a processing unit. The acquisition unit is used to acquire a steering wheel torque signal, a road sensor signal, and steering wheel idle state indication information. The steering wheel torque signal may be a steering wheel torque signal and / or a steering wheel angle signal. If the indication information indicates that the steering wheel is in an idle state, the processing unit is used to output hands-off detection information based on the steering wheel torque signal. If the indication information indicates that the steering wheel is not in an idle state, the processing unit is used to output hands-off detection information based on the steering wheel torque signal and the road sensor signal.

[0155] For example, the acquisition unit and processing unit described above may be located in the electronic control unit.

[0156] For example, the steering wheel signal is measured by a torque and / or angle sensor, and the steering torque and / or angle are converted into an electrical signal and output to the electronic control unit. This electrical signal is the aforementioned steering wheel signal. Thus, the processing unit can read the steering wheel signal from the sensor in real time. Depending on the actual application scenario, the steering wheel signal can be a steering torque signal and / or a steering angle signal.

[0157] For example, the aforementioned steering wheel silent state indication information is sent by the intelligent driving system to the electronic control unit. If the steering wheel silent state indication information indicates that the steering wheel is not silent, the road sensor motor works normally and generates road feedback torque to act on the steering column. If the steering wheel silent state indication information indicates that the steering wheel is silent, the road sensor motor stops working and does not generate road feedback torque.

[0158] For example, the aforementioned steering wheel silent state indication information can use different values ​​to indicate whether the steering wheel is in a silent state. For example, "0" indicates that the steering wheel is not silent, and "1" indicates that the steering wheel is silent. Alternatively, the presence or absence of the steering wheel silent state indication information can be used to indicate whether the steering wheel is in a silent state. If the processing unit acquires the steering wheel silent state indication information, it indicates that the steering wheel is not silent. If the processing unit does not acquire the steering wheel silent state indication information, for example, if the steering wheel silent state indication information is empty, it indicates that the steering wheel is not silent.

[0159] Optionally, the processing unit is also used to acquire system mechanical friction torque information; if the above indication information indicates that the steering wheel is in a silent state, the processing unit is used to: output hands-off detection information based on the above steering wheel steering torque signal and system mechanical friction torque information; if the above steering wheel silent indication information indicates that the steering wheel is in a non-silent state, the processing unit is used to output hands-off detection information based on the above steering wheel steering torque signal, road feel signal and system mechanical friction torque information.

[0160] The functions implemented by the processing unit can be achieved by the processor, chip, or circuit in the aforementioned computing platform. For example, the functions implemented by the processing unit can be implemented by the processor. The processor can output hands-off detection information based on the steering wheel torque signal and road feel signal acquired by the processor.

[0161] The functions implemented by the acquisition unit and the processing unit can be implemented by the same processor or by different processors. This application embodiment does not specifically limit this.

[0162] It should be understood that the division of units in the above device is only a logical functional division. In actual implementation, they can be fully or partially integrated into a single physical entity, or they can be physically separated. Furthermore, the units in the device can be implemented by a processor calling software; for example, the device includes a processor connected to memory, which stores instructions. The processor calls the instructions stored in memory to implement any of the above methods or to implement the functions of each unit in the device. The processor can be, for example, a general-purpose processor, such as a CPU or microprocessor, and the memory can be internal or external to the device. Alternatively, the units in the device can be implemented as hardware circuits. The functions of some or all units can be implemented through the design of the hardware circuits, which can be understood as one or more processors. For example, in one implementation, the hardware circuit is an ASIC, and the functions of some or all units are implemented through the design of the logical relationships between the components within the circuit. In another implementation, the hardware circuit can be implemented using a PLD, such as an FPGA, which can include a large number of logic gates. The connection relationships between the logic gates are configured through configuration files, thereby implementing the functions of some or all units. All units of the above device can be implemented entirely through processor calling software, or entirely through hardware circuits, or partially through processor calling software and the remaining parts through hardware circuits.

[0163] In this application embodiment, a processor is a circuit with signal processing capabilities. In one implementation, the processor can be a circuit with instruction reading and execution capabilities, such as a CPU, microprocessor, GPU, or DSP. In another implementation, the processor can implement certain functions through the logical relationships of hardware circuits. These logical relationships are fixed or reconfigurable. For example, the processor may be a hardware circuit implemented as an ASIC or PLD, such as an FPGA. In a reconfigurable hardware circuit, the process of the processor loading a configuration document and configuring the hardware circuit can be understood as the processor loading instructions to implement the functions of some or all of the above units. Furthermore, it can also be a hardware circuit designed for artificial intelligence, which can be understood as an ASIC, such as an NPU, TPU, or DPU.

[0164] As can be seen, each unit in the above device can be one or more processors (or processing circuits) configured to implement the above methods, such as: CPU, GPU, NPU, TPU, DPU, microprocessor, DSP, ASIC, FPGA, or a combination of at least two of these processor forms.

[0165] Furthermore, the units in the above devices can be integrated in whole or in part, or they can be implemented independently. In one implementation, these units are integrated together as a System-on-a-Chip (SoC). The SoC may include at least one processor for implementing any of the above methods or implementing the functions of the units in the device. The at least one processor may be of different types, such as CPU and FPGA, CPU and AI processor, CPU and GPU, etc.

[0166] This application also provides a steering wheel hands-off detection device, which includes a storage unit and a processing unit. The storage unit stores instructions, and the processing unit executes the instructions stored in the storage unit to enable the device to perform the methods or steps described in the above embodiments.

[0167] Optionally, if the steering wheel hands-off detection device is located in the vehicle, the processing unit may be one or more of the processors 121-12n shown in FIG1.

[0168] This application also provides a computer-readable medium storing program code that, when run on a computer, causes the computer to perform the methods described in the above embodiments.

[0169] This application also provides a computer program product, which includes computer program code that, when run on a computer, causes the computer to perform the methods described in the above embodiments.

[0170] This application also provides a chip, which includes a circuit for performing the methods described in the above embodiments.

[0171] This application also provides a hand feel simulator, which includes a torque and / or angle sensor, a road feel motor, and an electronic control unit, so that the hand feel simulator can perform the methods or steps performed in the above embodiments.

[0172] This application also provides a steer-by-wire system, which may include the aforementioned feel simulator and steering actuator.

[0173] This application also provides a vehicle that may include a sensing system, a computing platform, a display device, and an execution system, so that the vehicle performs the methods or steps described in the above embodiments.

[0174] In implementation, each step of the above method can be completed by integrated logic circuits in the processor's hardware or by instructions in software. The method disclosed in the embodiments of this application can be directly implemented by a hardware processor, or by a combination of hardware and software modules within the processor. The software modules can reside in random access memory, flash memory, read-only memory, programmable read-only memory, power-on erasable programmable memory, registers, or other mature storage media in the art. This storage medium is located in memory, and the processor reads information from the memory and, in conjunction with its hardware, completes the steps of the above method. To avoid repetition, detailed descriptions are omitted here.

[0175] It should be understood that in the embodiments of this application, the memory may include read-only memory and random access memory, and provides instructions and data to the processor.

[0176] It should also be understood that, in the various embodiments of this application, the order of the above-mentioned processes does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0177] Those skilled in the art will recognize that the units and algorithm steps of the various examples 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.

[0178] Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0179] In the several embodiments provided in this application, it should be understood that the disclosed systems, apparatuses, and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, 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 coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0180] 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.

[0181] 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.

[0182] 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 prior art, 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, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0183] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method for detecting steering wheel release from hands, characterized in that, The method includes: Acquire steering wheel torque signal and road feel signal; Based on the steering wheel torque signal and the road feel signal, the system outputs information for detecting when hands are released from the steering wheel.

2. The method as described in claim 1, characterized in that, The step of outputting hands-off detection information based on the steering wheel torque signal and the road feel signal includes: The hands-off detection information is output based on the difference between the steering wheel torque signal and the road feel signal.

3. The method as described in claim 1, characterized in that, The method also includes: Obtain system mechanical friction torque information; Based on the steering wheel torque signal and the road feel signal, the system outputs hands-off detection information, including: The hands-off detection information is output based on the steering wheel torque signal, road feel signal, and system mechanical friction torque information.

4. The method as described in claim 3, characterized in that, The hands-off detection information is output based on the steering wheel torque signal, road feel signal, and system mechanical friction torque information, including: The hand-off detection information is output based on the difference between the steering wheel torque signal, the road feel signal, and the sum of the system mechanical friction torque information.

5. The method as described in claim 3, characterized in that, The method also includes: Obtain the transmission ratio, the value of which is the ratio of the actual road feel feedback torque acting on the steering column to the road feel feedback torque output by the road feel motor; The hands-off detection information is output based on the steering wheel torque signal, road feel signal, and system mechanical friction torque information, including: The hands-off detection information is output based on the steering wheel torque signal, road feel signal, system mechanical friction torque information, and the transmission ratio.

6. The method according to any one of claims 1-5, characterized in that, Acquire steering torque signal and road feel signal, including: The road sensing signal comes from the electronic control unit.

7. The method according to any one of claims 1-5, characterized in that, Acquire steering torque signal and road feel signal, including: The road sensing signal comes from the road sensing motor.

8. A method for detecting steering wheel release from hands, characterized in that, The method includes: Acquire steering wheel silent state indication information, steering wheel steering signal and road feel signal, wherein the steering wheel steering signal includes steering wheel steering torque signal and / or steering wheel angle signal; If the steering wheel silence indicator information indicates that the steering wheel is in a silent state, the method further includes: outputting hands-off detection information based on the steering wheel steering signal; If the steering wheel silence indicator indicates that the steering wheel is in a non-silent state, the method further includes: outputting hands-off detection information based on the steering wheel steering torque signal and the road feel signal.

9. The method as described in claim 8, characterized in that, The step of outputting hands-off detection information based on the steering wheel steering signal includes: The hands-off detection information is output based on the steering wheel angle signal.

10. The method as described in claim 8, characterized in that, The step of outputting hands-off detection information based on the steering wheel steering signal includes: The hands-off detection information is output based on the steering wheel torque signal.

11. The method as described in claim 10, characterized in that, The method also includes: Obtain system mechanical friction torque information; The step of outputting the hands-off detection information based on the steering wheel torque signal includes: The hands-off detection information is output based on the steering wheel torque signal and the system mechanical friction torque information.

12. A steering wheel hands-off detection device, characterized in that, The device includes: an acquisition unit and a processing unit; The acquisition unit is used to acquire steering wheel torque signal and road feel signal; The processing unit is used to output hands-off detection information based on the steering wheel torque signal and the road feel signal.

13. The apparatus as claimed in claim 12, characterized in that, The processing unit is used to output the release detection information based on the difference between the steering wheel torque signal and the road feel signal.

14. The apparatus as claimed in claim 12, characterized in that, The acquisition unit is also used to acquire system mechanical friction torque information; The processing unit is used to output the hands-off detection information based on the steering wheel torque signal, the road feel signal, and the system mechanical friction torque information.

15. The apparatus as claimed in claim 14, characterized in that, The acquisition unit is also used to acquire the transmission ratio, the value of which is the ratio of the actual road feel feedback torque acting on the steering column to the road feel feedback torque output by the road feel motor. The processing unit is used to output the hands-off detection information based on the steering wheel torque signal, road feel signal, system mechanical friction torque information and the transmission ratio.

16. The apparatus according to any one of claims 12-15, characterized in that, The acquisition unit is used to acquire the road sense signal from the electronic control unit.

17. The apparatus according to any one of claims 12-15, characterized in that, The acquisition unit is used to acquire the road sensing signal from the road sensing motor.

18. A steering wheel hands-off detection device, characterized in that, The device includes: an acquisition unit and a processing unit; The acquisition unit is used to acquire steering wheel silent state indication information, steering wheel steering signal and road feel signal, wherein the steering wheel steering signal includes steering wheel steering torque signal and / or steering wheel angle signal; If the steering wheel silence indicator information indicates that the steering wheel is in a silent state, the processing unit is used to output hands-off detection information based on the steering wheel steering signal; If the steering wheel silence indicator indicates that the steering wheel is not in a silent state, the processing unit is used to output hands-off detection information based on the steering wheel steering torque signal and the road feel signal.

19. The apparatus as claimed in claim 18, characterized in that, The acquisition unit is also used to acquire system mechanical friction torque information; If the indication information indicates that the steering wheel is in a silent state, the processing unit is used to: output the hands-off detection information based on the steering wheel steering torque signal and the system mechanical friction torque information; If the steering wheel silence indicator indicates that the steering wheel is not in a silent state, the processing unit is used to output the hands-off detection information based on the steering wheel steering torque signal, the road feel signal and the system mechanical friction torque information.

20. A steering wheel hands-off detection device, characterized in that, include: Storage unit, used to store instructions; A processing unit is configured to execute instructions stored in the storage unit to cause the apparatus to perform the method as described in any one of claims 1 to 11.

21. A computer-readable storage medium, characterized in that, It stores instructions that, when executed by a processor, cause the processor to implement the method as described in any one of claims 1 to 11.

22. A computer program product, characterized in that, The computer program product includes computer program code that, when run on a computer, causes the computer to perform the method as described in any one of claims 1 to 11.

23. A chip, characterized in that, The chip includes circuitry for performing the method as described in any one of claims 1 to 11.

24. A motion simulator, comprising: A torque and / or angle sensor, a road-sensing motor, and an electronic control unit, characterized in that the electronic control unit is used to perform the method of any one of claims 1-11.

25. A steer-by-wire system, characterized in that: Includes the hand-feel simulator and steering actuator as described in claim 24.

26. A vehicle: comprising a sensing system, a computing platform, a display device, and an execution system, characterized in that, The computing platform is used to execute the method according to any one of claims 1-11.

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