CN116923537A

CN116923537A - Steering control method, device, vehicle and medium

Info

Publication number: CN116923537A
Application number: CN202310900397.9A
Authority: CN
Inventors: 周以勤
Original assignee: Xiaomi Automobile Technology Co Ltd
Current assignee: Xiaomi Automobile Technology Co Ltd
Priority date: 2023-07-20
Filing date: 2023-07-20
Publication date: 2023-10-24

Abstract

The disclosure relates to the technical field of vehicles, in particular to a steering control method, a steering control device, a vehicle and a medium, wherein the steering control method comprises the following steps: acquiring basic hand force; acquiring a rack force and determining a target feedback torque based on the rack force; and coupling or decoupling the basic hand force and the target feedback torque according to the condition of the vehicle, and steering control according to the coupled or decoupled torque. The method and the device can flexibly decouple or couple the basic hand force and the target feedback torque.

Description

Steering control method, device, vehicle and medium

Technical Field

The disclosure relates to the technical field of vehicles, and in particular relates to a steering control method, a steering control device, a vehicle and a medium.

Background

With the development of intelligent driving technology, the requirements of users on the functions and performances of steering systems are increasing. Wherein, steering wheel in drive-by-wire steering system can be with turning actuating mechanism mechanical decoupling. The steering-by-wire system cancels the mechanical connection between the steering wheel and the steering actuating mechanism and realizes the steering function in a mode of wire control. Therefore, how to better perform steering control is a technical problem to be solved.

Disclosure of Invention

To overcome the problems in the related art, the present disclosure provides a steering control method, apparatus, vehicle, and medium.

According to a first aspect of an embodiment of the present disclosure, there is provided a steering control method including:

acquiring basic hand force;

acquiring a rack force and determining a target feedback torque based on the rack force;

and coupling or decoupling the basic hand force and the target feedback torque according to the condition of the vehicle, and steering control according to the coupled or decoupled torque.

Optionally, the coupling or decoupling the base hand force and the target feedback torque according to the condition of the vehicle includes:

and coupling or decoupling the basic hand force and the target feedback torque according to a driving mode selection instruction input by a user.

Optionally, the coupling or decoupling the basic hand force and the target feedback torque according to a driving mode selection instruction input by a user includes:

when the driving mode selection instruction corresponds to a first mode, coupling the basic hand force and the target feedback torque, wherein the requirement of a user on the driving hand feeling intensity in the first mode is higher than that in other modes;

and when the driving mode selection instruction corresponds to a second mode, decoupling the basic hand force and the target feedback torque, wherein the requirements of the user on driving comfort level in the second mode are higher than those of the user in other modes.

and coupling or decoupling the basic hand force and the target feedback torque according to the driving scene of the vehicle.

Optionally, the coupling or decoupling the basic hand force and the target feedback torque according to the driving scene of the vehicle includes:

decoupling the base hand force and the target feedback torque when the vehicle is traveling in a first scenario where the vehicle requires independent control of wheels;

and when the vehicle runs in a second scene, coupling the basic hand force and the target feedback torque, wherein a user needs to sense the road surface condition through a steering wheel in the second scene.

Optionally, the acquiring the base hand force includes:

acquiring a steering wheel angle and a vehicle speed;

and determining the basic hand force according to the steering wheel angle and the vehicle speed.

Optionally, the determining the target feedback torque based on the rack force includes:

filtering and dividing the rack force to obtain a low-frequency rack force and a high-frequency rack force;

acquiring a first feedback torque corresponding to the low-frequency rack force and a second feedback torque corresponding to the high-frequency rack force;

and superposing the first feedback torque and the second feedback torque to obtain the target feedback torque.

Optionally, the acquiring the first feedback torque corresponding to the low-frequency rack force and the second feedback torque corresponding to the high-frequency rack force includes:

determining the first feedback torque according to a speed of the vehicle and the low frequency rack force;

and determining the second feedback torque according to the high-frequency rack force, the vehicle speed and the low-frequency rack force.

According to a second aspect of the embodiments of the present disclosure, there is provided a steering control apparatus including:

the acquisition module is used for acquiring basic hand force;

the determining module is used for acquiring the rack force and determining target feedback torque based on the rack force;

and the processing module is used for coupling or decoupling the basic hand force and the target feedback torque according to the condition of the vehicle, and performing steering control according to the coupled or decoupled torque.

According to a third aspect of embodiments of the present disclosure, there is provided a vehicle comprising a steering wheel, a steering actuator and a processor configured to perform the steering control method provided by the first aspect of the present disclosure.

According to a fourth aspect of embodiments of the present disclosure, there is provided a computer-readable storage medium having stored thereon computer program instructions which, when executed by a processor, implement the steering control method provided by the first aspect of the present disclosure.

The technical scheme provided by the embodiment of the disclosure can comprise the following beneficial effects:

according to the method and the device, the basic hand force and the target feedback torque are coupled or decoupled according to the condition of the vehicle, and steering control is performed according to the coupled or decoupled torque, wherein the target feedback torque can be determined based on the rack force, so that the rack force and the hand force can be selectively and feedback coupled or decoupled, and further the use experience of a user can be provided.

It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the disclosure.

Drawings

The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the disclosure and together with the description, serve to explain the principles of the disclosure.

Fig. 1 is a flowchart illustrating a steering control method according to an exemplary embodiment.

Fig. 2 is a diagram showing an example of acquisition of the basic hand force in a steering control method according to an exemplary embodiment.

Fig. 3 is a diagram showing an example of acquisition of the target feedback torque in a steering control method according to an exemplary embodiment.

FIG. 4 is an exemplary diagram of coupling or decoupling base hand force and target feedback torque in a steering control method according to an exemplary embodiment.

Fig. 5 is a flowchart illustrating another steering control method according to an exemplary embodiment.

Fig. 6 is a flowchart illustrating yet another steering control method according to an exemplary embodiment.

Fig. 7 is a schematic view of a steering control apparatus according to an exemplary embodiment.

Fig. 8 is a functional block diagram of a vehicle, according to an exemplary embodiment.

Detailed Description

Reference will now be made in detail to exemplary embodiments, examples of which are illustrated in the accompanying drawings. When the following description refers to the accompanying drawings, the same numbers in different drawings refer to the same or similar elements, unless otherwise indicated. The implementations described in the following exemplary examples are not representative of all implementations consistent with the present disclosure. Rather, they are merely examples of apparatus and methods consistent with some aspects of the present disclosure as detailed in the accompanying claims.

In the description of the present disclosure, terms such as "first," "second," and the like are used for distinguishing between similar objects and not necessarily for describing a particular sequential or chronological order. In addition, unless otherwise stated, in the description with reference to the drawings, the same reference numerals in different drawings denote the same elements.

Although operations or steps are described in a particular order in the figures in the disclosed embodiments, it should not be understood as requiring that such operations or steps be performed in the particular order shown or in sequential order, or that all illustrated operations or steps be performed, to achieve desirable results. In embodiments of the present disclosure, these operations or steps may be performed serially; these operations or steps may also be performed in parallel; some of these operations or steps may also be performed.

With the development of electric, intelligent and technological development of automobiles, all mainstream whole-vehicle enterprises and suppliers are involved in the development of steer-by-wire system technologies step by step, and more vehicles carrying steer-by-wire systems are brought to the market successively. The steer-by-wire system may include, among other things, a steering wheel, a steering actuator, a processor, and the like. Here, the steering actuator may include a rack.

In the related art, the coupling or decoupling between the basic hand force and the rack force is fixed, namely, the coupling relation between the basic hand force and the rack force is preset before leaving the factory, and the coupling relation between the basic hand force and the rack force cannot be changed in the subsequent use process of the vehicle, so that the vehicle cannot meet different working conditions in the use process, and the use experience of a user is further affected.

Fig. 1 is a flowchart illustrating a steering control method according to an exemplary embodiment. Referring to fig. 1, the steering control method may include steps S110 to S130.

In step S110, a basic hand force is acquired.

As an alternative, embodiments of the present disclosure may determine a base hand force from the steering wheel angle and the vehicle speed, which may be a determined hand feel feedback given to the driver. Wherein steering wheel angle and vehicle speed may be collected by sensors.

Specifically, the process of obtaining the basic hand force may be as shown in fig. 2, and the embodiment of the disclosure may determine the corresponding basic hand force based on the steering wheel angle and the vehicle speed. The base hand force calculation in fig. 2 may be implemented based on a first mapping relationship, which may be a relationship between steering wheel angle, vehicle speed, and base hand force. After the steering wheel angle and the vehicle speed are obtained, the corresponding basic hand force can be obtained by searching the first mapping relation.

Optionally, the embodiment of the disclosure may also determine a steering wheel rotation direction according to the steering wheel rotation speed, and determine the corresponding basic hand force according to the steering wheel rotation direction and the steering wheel angle.

In step S120, a rack force is acquired, and a target feedback torque is determined based on the rack force.

In embodiments of the present disclosure, the rack force may be acquired by a sensor. Alternatively, the rack force can be estimated. Illustratively, an output torque of the steering actuator is calculated, and a rack force is estimated based on the output torque and a gear ratio of the steering actuator to the rack.

Here, the output torque of the motor= [ D-axis current· (Q-axis inductance-D-axis inductance) ·magnetoresistance·pole pair number+back electromotive force·32] ·q-axis current. The three-phase current of the steering execution motor can be collected through a sensor and then converted into D/Q axis current, D/Q axis inductance, magnetic resistance and counter electromotive force are obtained when the motor is in standard, and the pole pair number is from motor design. The output torque is multiplied by the motor to rack gear ratio to obtain the rack force.

Alternatively, the rack force may be obtained in other manners known in the art, which is not limited by the present disclosure.

As an alternative, after the rack force is obtained, embodiments of the present disclosure may determine the target feedback torque based on the rack force. Specifically, the rack force is filtered and divided to obtain a low-frequency rack force and a high-frequency rack force. On the basis, a first feedback torque corresponding to the low-frequency rack force is obtained, a second feedback torque corresponding to the high-frequency rack force is obtained, and then the first feedback torque and the second feedback torque are overlapped to obtain a target feedback torque.

In addition, in the process of filtering and frequency dividing the rack force, the embodiment of the disclosure can realize the filtering and frequency dividing based on the vehicle speed and the rack force, namely, the corresponding low-frequency rack force and high-frequency rack force are obtained by utilizing the rack force and the vehicle speed. In other words, the vehicle speed is different, and the corresponding low-frequency rack force and high-frequency rack force are also different. For example, in the case where the vehicle speed is low, the low frequency range is 0 to 5HZ; when the vehicle speed is high, the low frequency range is 0-10HZ.

In summary, the embodiments of the present disclosure distinguish between the high-frequency and low-frequency ranges at each vehicle speed, and when the vehicle speed is high, the frequency of the high frequency may be higher, and the frequency of the low frequency may be lower. Conversely, when the vehicle speed is low, the frequency of the high frequency may be lower, and the frequency of the low frequency may be higher. In other words, the definition of the low frequency and the high frequency may be different at each stage of the vehicle speed.

As a specific embodiment, as shown in fig. 3, after the rack force and the vehicle speed are acquired, the embodiment of the disclosure may perform the rack force filtering frequency division operation based on the rack force and the vehicle speed to obtain the low-frequency rack force (estimated rack force 1) and the high-frequency rack force (estimated rack force 2).

On the basis, a first feedback torque (expected feedback torque) corresponding to the low-frequency rack force and the vehicle speed is searched by using a low-frequency compensation Table, and a second feedback torque corresponding to the high-frequency rack force, the vehicle speed and the low-frequency rack force is searched by using a high-frequency compensation Table.

It should be noted that, in determining the second feedback torque according to the high-frequency rack force, the vehicle speed, and the low-frequency rack force, the embodiments of the present disclosure may determine whether the low-frequency rack force reaches a preset threshold, and if it is determined that the low-frequency rack force reaches the preset threshold (greater than or equal to the preset threshold), the embodiments of the present disclosure may filter the high-frequency rack force, that is, not feedback the high-frequency rack force to the driver. The first feedback torque may be regarded as the target feedback torque at this time.

As an example, when a vehicle encounters a large pit during running on a sand-gravel road surface, the influence of high-frequency rack force caused by the sand-gravel road surface on the driver is usually small, while the influence of low-frequency rack force caused by the large pit on the driver is large, and only the low-frequency rack force can be fed back to the driver at this time without feeding back the high-frequency rack force to the driver. Thus, the target feedback torque can be acquired more accurately and effectively.

In summary, when the rack force is filtered and divided, the frequency ranges of the low frequency and the high frequency can be adjusted according to different vehicle speeds, and different hand force feedback values can be calculated based on the rack force of the low frequency and the high frequency respectively. Here, the hand force feedback is mainly feedback torque calculated using the low frequency rack force. The torque of the high-frequency rack force feedback is mainly used for feeding back the gain of the hand force. In other words, the high-frequency rack force can be adjusted according to the actual low-frequency rack force, and when the low-frequency rack force reaches a certain degree, the high-frequency rack force can be turned off so as not to cause unnecessary interference to the operation of the driver.

As an alternative way, based on obtaining the first feedback torque and the second feedback torque, the embodiment of the disclosure may superimpose the first feedback torque and the second feedback torque to obtain the hand force of the final driver, that is, obtain the target feedback torque.

In step S130, the basic hand force and the target feedback torque are coupled or decoupled according to the condition of the vehicle, and steering control is performed according to the coupled or decoupled torque.

As an alternative, after the base hand force and the target feedback torque are obtained, embodiments of the present disclosure may couple or decouple the base hand force and the target feedback torque depending on the condition of the vehicle. In other words, the coupling relationship between the corresponding base hand force and the target feedback torque is different depending on the condition of the vehicle. The coupling may also be referred to herein as open, i.e., the coupling may be a link of an open base hand force and a target feedback torque. Likewise, decoupling may also be referred to as turning off, i.e., turning off may be decoupling the base hand force from the target feedback torque.

For example, the vehicle couples the base hand force and the target feedback torque when in the first condition. As another example, the vehicle decouples the base hand force and the target feedback torque when in the second condition. It can be seen that the embodiments of the present disclosure can flexibly adjust the coupling relationship between the base hand force and the target feedback torque.

To better illustrate the process of obtaining the coupling relationship, the disclosed embodiment gives an example diagram as shown in fig. 4, and it is known from fig. 4 that the disclosed embodiment can obtain the basic hand force based on the steering wheel angle and the vehicle speed, and obtain the superposition torque (target feedback torque) based on the rack force (estimated rack force) and the vehicle speed. On the basis, hand force arbitration is simulated, namely, whether the superimposed torque needs to be fed back to a driver is respectively determined according to the condition of the vehicle.

As another alternative, after coupling or decoupling the base hand force and the target feedback torque, embodiments of the present disclosure may steer the vehicle according to the coupled or decoupled torque. In the steering control process, if the basic hand force and the target feedback torque are determined to be coupled, acquiring a first torque corresponding to the basic hand force, acquiring the target torque by using the first torque and the target feedback torque on the basis of the first torque, and performing steering control according to the target torque. Illustratively, the sum of the first torque and the target feedback torque is taken as the target torque.

Optionally, if it is determined that the basic hand force and the target feedback torque are decoupled, a first torque corresponding to the basic hand force is obtained, and steering control is performed according to the first torque.

According to the embodiment of the disclosure, the basic hand force and the target feedback torque are coupled or decoupled according to the condition of the vehicle, and steering control is performed according to the coupled or decoupled torque, wherein the target feedback torque can be determined based on the rack force, so that the rack force and the hand force can be selectively coupled or decoupled in a feedback manner, and further the driving experience of a user can be provided.

Fig. 5 is a flowchart illustrating a steering control method according to an exemplary embodiment. Referring to fig. 5, the steering control method may include steps S210 to S230.

In step S210, a basic hand force is acquired.

In step S220, a rack force is acquired, and a target feedback torque is determined based on the rack force.

The specific embodiments of step S210 to step S220 have been described in detail, and will not be described here again.

In step S230, the basic hand force and the target feedback torque are coupled or decoupled according to the driving mode selection instruction input by the user, and steering control is performed according to the coupled or decoupled torque.

As an alternative, the embodiment of the present disclosure may couple or decouple the base hand force and the target feedback torque according to a driving mode selection instruction input by a user, and perform steering control according to the coupled or decoupled torque. Wherein, the driving mode selection instruction can be input through an HMI (Human Machine Interface, human-machine interface). In other words, the user may actively select the coupling relationship between the base hand force and the target feedback torque through the HMI.

Specifically, when it is determined that the driving mode selection instruction input by the user corresponds to the first mode, the basic hand force and the target feedback torque are coupled, and the requirement of the user on the driving hand feeling intensity in the first mode is higher than that in other modes. Wherein the first mode may be a motion mode. For example, when the driver wants to enhance the driving feel intensity, the sport mode is selected, at which time the base hand force and the target feedback torque may be coupled.

Optionally, when it is determined that the driving mode selection instruction input by the user corresponds to the second mode, the basic hand force and the target feedback torque are decoupled, and the requirement of the user on driving comfort in the second mode is higher than that of the other modes. Wherein the second mode may be a comfort mode. For example, when the driver wants to reduce the driving load, the comfort mode is selected, at which time the base hand force and the target feedback torque may be decoupled.

In summary, embodiments of the present disclosure may decouple rack force and base hand force if not necessary, which may provide safer, more comfortable hand force feedback. In addition, the embodiment of the disclosure can provide the hand force simulation of the driver more truly when needed.

It should be noted that, in the embodiment of the present disclosure, the basic hand force may be used as a main component, the superposition torque may be used as an auxiliary component, and it is determined whether to couple or decouple the superposition torque calculated by the rack force and the basic hand force calculated by the vehicle speed according to different conditions.

It should be noted that, the driver may input the driving mode selection instruction not only by touching the HMI, but also by voice control, or by gesture control. The specific manner in which the driving mode selection instruction is input is not specifically limited here, and may be selected according to actual circumstances.

According to the embodiment of the disclosure, the basic hand force and the target feedback torque are coupled or decoupled according to the condition of the vehicle, and steering control is performed according to the coupled or decoupled torque, wherein the target feedback torque can be determined based on the rack force, so that the rack force and the hand force can be selectively coupled or decoupled in a feedback manner, and further the use experience of a user can be provided. In addition, the embodiment of the disclosure can couple or decouple the obtained basic hand force and the target feedback torque according to the driving mode selection instruction input by the user, so that the driving requirements of different users can be more flexibly and effectively met.

Fig. 6 is a flowchart illustrating a steering control method according to an exemplary embodiment. Referring to fig. 6, the steering control method may include steps S310 to S330.

In step S310, a basic hand force is acquired.

In step S320, a rack force is acquired, and a target feedback torque is determined based on the rack force.

The specific embodiments of step S310 to step S320 have been described in detail, and will not be described here again.

In step S330, the basic hand force and the target feedback torque are coupled or decoupled according to the driving scene of the vehicle, and steering control is performed according to the coupled or decoupled torque.

As an alternative, the embodiment of the present disclosure may couple or decouple the base hand force and the target feedback torque according to the driving scene of the vehicle, and perform steering control according to the coupled or decoupled torque. Specifically, when the vehicle is traveling in a first scenario, the base hand force and the target feedback torque are decoupled, wherein the vehicle needs to independently control the wheels in the first scenario. Optionally, driving safety may also need to be ensured in the first scenario.

As an example, the vehicle needs to control the tires individually in the situations of split road, oversteer, understeer, etc., and the basic hand force and the target feedback torque can be decoupled at this time, so that not only the individual control of the tire angle can be achieved, but also the hand force feedback to be used is not affected. For example, in the process of realizing the split road surface control in the chassis integrated control function, when the vehicle is detected to drive into the split road surface, a steering to a low attachment area is automatically formed, and the direction of the tire is usually required to be corrected to ensure straight running. However, this causes a change in the rack force, which in turn creates a torque feedback on the steering wheel. In order to avoid the influence of the torque feedback on a user, the embodiment of the disclosure can independently control the tire after decoupling the rack force, so that the running direction of the vehicle is unchanged, and the hand force of a driver is unchanged.

As another example, the vehicle may need to ensure driving safety in certain conditions, where the rack force may be decoupled. For example, during high speed travel, when passing through a deceleration strip, or through a pothole, there is typically a large rack force feedback that not only creates sloshing of the vehicle itself, but also results in a large torque feedback on the steering wheel that can cause unnecessary disturbance to the driver. Accordingly, the disclosed embodiments may decouple rack forces in such scenarios to ensure driving safety.

Optionally, the disclosed embodiments may couple the base hand force and the target feedback torque when the vehicle is traveling in a second scenario where the user needs to perceive the road surface condition through the steering wheel. For example, when it is detected that the vehicle is traveling on a racetrack, the driver needs to perceive the road surface, at which time the base hand force and the target feedback torque may be coupled.

Optionally, the embodiment of the disclosure may also obtain a driving habit of the driver, couple or decouple the basic hand force and the target feedback torque based on the driving habit, and perform steering control according to the coupled or decoupled torque. Specifically, historical driving data of a common driver corresponding to a vehicle is obtained, and on the basis, the historical driving data is analyzed, and a machine learning is combined to obtain a requirement value perceived by the driver on the road surface. And coupling the basic hand force and the target feedback torque when the demand value is larger than a preset demand value, and otherwise decoupling the basic hand force and the target feedback torque.

As one example, some drivers (first class drivers) of a vehicle while traversing a sand road need to perceive the sand road through a steering wheel, at which time a base hand force and a target feedback torque may be coupled. Alternatively, some drivers (second class drivers) may not need to perceive the sand road surface through the steering wheel when the vehicle is traversing the sand road surface, at which time the base hand force and the target feedback torque may be decoupled.

It should be noted that, in addition to determining whether to decouple the base hand force and the target feedback torque based on the historical acceleration data of the driver, the embodiment of the present disclosure may also determine whether to decouple the base hand force and the target feedback torque according to at least one of the sex, age, occupation, birth place, and the like of the driver. For example, in the case where it is determined that the age of the driver exceeds a preset age (first class driver), the base hand force and the target feedback torque are coupled; in case it is determined that the age of the driver is below a preset age (second class of drivers), the base hand force and the target feedback torque are decoupled. The main reason for this control is that young people often don't care or need to perceive road conditions through the steering wheel, while older people pay more attention to perceiving some road conditions through the steering wheel.

According to the embodiment of the disclosure, the basic hand force and the target feedback torque are coupled or decoupled according to the condition of the vehicle, and steering control is performed according to the coupled or decoupled torque, wherein the target feedback torque can be determined based on the rack force, so that the rack force and the hand force can be selectively coupled or decoupled in a feedback manner, and further the use experience of a user can be provided. In addition, according to the embodiment of the disclosure, the basic hand force and the target feedback torque can be flexibly and effectively coupled or decoupled according to the driving scene of the vehicle, so that the driving safety can be ensured.

Fig. 7 is a schematic view of a steering control apparatus according to an exemplary embodiment. Referring to fig. 7, the steering control apparatus 400 includes:

an acquisition module 410 for acquiring a base hand force;

a determining module 420 for obtaining a rack force and determining a target feedback torque based on the rack force;

the processing module 430 is configured to couple or decouple the basic hand force and the target feedback torque according to a condition of the vehicle, and perform steering control according to the coupled or decoupled torque.

In some embodiments, the processing module 430 may be further configured to couple or decouple the base hand force and the target feedback torque according to a user-entered driving mode selection instruction.

In some embodiments, the processing module 430 may be further configured to couple the basic hand force and the target feedback torque when the driving mode selection instruction corresponds to a first mode, where the user's requirement for driving feel intensity is higher than other modes; and when the driving mode selection instruction corresponds to a second mode, decoupling the basic hand force and the target feedback torque, wherein the requirements of the user on driving comfort level in the second mode are higher than those of the user in other modes.

In some embodiments, the processing module 430 may be further configured to couple or decouple the base hand force and the target feedback torque according to a driving scenario of the vehicle.

In some embodiments, the processing module 430 may be further configured to decouple the base hand force and the target feedback torque when the vehicle is traveling in a first scenario in which the vehicle requires independent control of wheels; and when the vehicle runs in a second scene, coupling the basic hand force and the target feedback torque, wherein a user needs to sense the road surface condition through a steering wheel in the second scene.

In some embodiments, the acquisition module 410 may also be used to acquire steering wheel angle and vehicle speed; and determining the basic hand force according to the steering wheel angle and the vehicle speed.

In some implementations, the determination module 420 can include:

the frequency dividing sub-module is used for filtering and dividing the rack force to obtain a low-frequency rack force and a high-frequency rack force;

the torque acquisition sub-module is used for acquiring a first feedback torque corresponding to the low-frequency rack force and acquiring a second feedback torque corresponding to the high-frequency rack force;

and the superposition sub-module is used for superposing the first feedback torque and the second feedback torque to obtain the target feedback torque.

In some embodiments, the torque acquisition sub-module may be further operable to determine the first feedback torque based on a speed of the vehicle and the low frequency rack force; and determining the second feedback torque according to the high-frequency rack force, the vehicle speed and the low-frequency rack force.

According to the embodiment of the disclosure, the basic hand force and the target feedback torque are coupled or decoupled according to the condition of the vehicle, and steering control is performed according to the coupled or decoupled torque, wherein the target feedback torque can be determined based on the rack force, so that the rack force and the hand force can be selectively coupled or decoupled in a feedback manner, and further the use experience of a user can be provided.

With regard to the steering control apparatus 400 in the above-described embodiment, the specific manner in which the respective modules perform operations has been described in detail in the embodiment of the steering control method, and will not be described in detail herein.

The present disclosure also provides a computer-readable storage medium having stored thereon computer program instructions which, when executed by a processor, implement the steps of the steering control method provided by the present disclosure.

The present disclosure also provides a chip comprising a processor and an interface, the processor for reading instructions to perform the steps of the steering control method provided by the present disclosure.

Fig. 8 is a block diagram of a vehicle 600, according to an exemplary embodiment. For example, vehicle 600 may be a hybrid vehicle, but may also be a non-hybrid vehicle, an electric vehicle, a fuel cell vehicle, or other type of vehicle. The vehicle 600 may be an autonomous vehicle, a semi-autonomous vehicle, or a non-autonomous vehicle.

Referring to fig. 8, a vehicle 600 may include various subsystems, such as an infotainment system 610, a perception system 620, a decision control system 630, a drive system 640, and a computing platform 650. Wherein the vehicle 600 may also include more or fewer subsystems, and each subsystem may include multiple components. In addition, interconnections between each subsystem and between each component of the vehicle 600 may be achieved by wired or wireless means.

In some embodiments, the infotainment system 610 may include a communication system, an entertainment system, a navigation system, and the like.

The perception system 620 may include several sensors for sensing information of the environment surrounding the vehicle 600. For example, the sensing system 620 may include a global positioning system (which may be a GPS system, a beidou system, or other positioning system), an inertial measurement unit (inertial measurement unit, IMU), a lidar, millimeter wave radar, an ultrasonic radar, and a camera device.

Decision control system 630 may include a computing system, a vehicle controller, a steering system, a throttle, and a braking system.

The drive system 640 may include components that provide powered movement of the vehicle 600. In one embodiment, the drive system 640 may include an engine, an energy source, a transmission, and wheels. The engine may be one or a combination of an internal combustion engine, an electric motor, an air compression engine. The engine is capable of converting energy provided by the energy source into mechanical energy.

Some or all of the functions of the vehicle 600 are controlled by the computing platform 650. The computing platform 650 may include at least one processor 651 and memory 652, the processor 651 may execute instructions 653 stored in the memory 652.

Alternatively, the vehicle 600 provided by the present disclosure may include a steer-by-wire system that may include a steering wheel, a steering actuator, and a processor 651, the processor 651 configured to perform the steps of the steering control method provided by the present disclosure. Additionally, the steering actuator may include a rack.

In some embodiments, the processor 651 may be an Electronic Control Unit (ECU) of a steer-by-wire system.

The processor 651 may be any conventional processor, such as a commercially available CPU. The processor may also include, for example, an image processor (Graphic Process Unit, GPU), a field programmable gate array (Field Programmable Gate Array, FPGA), a System On Chip (SOC), an application specific integrated Chip (Application Specific Integrated Circuit, ASIC), or a combination thereof.

The memory 652 may be implemented by any type or combination of volatile or nonvolatile memory devices such as Static Random Access Memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic memory, flash memory, magnetic or optical disk.

In addition to instructions 653, memory 652 may store data such as road maps, route information, vehicle location, direction, speed, and the like. The data stored by memory 652 may be used by computing platform 650.

In an embodiment of the present disclosure, the processor 651 may execute instructions 653 to perform all or part of the steps of the steering control method described above.

In another exemplary embodiment, a computer program product is also provided, which comprises a computer program executable by a programmable apparatus, the computer program having code portions for performing the above-described steering control method when executed by the programmable apparatus.

Other embodiments of the disclosure will be apparent to those skilled in the art from consideration of the specification and practice of the disclosure. This application is intended to cover any adaptations, uses, or adaptations of the disclosure following, in general, the principles of the disclosure and including such departures from the present disclosure as come within known or customary practice within the art to which the disclosure pertains. It is intended that the specification and examples be considered as exemplary only, with a true scope and spirit of the disclosure being indicated by the following claims.

It is to be understood that the present disclosure is not limited to the precise arrangements and instrumentalities shown in the drawings, and that various modifications and changes may be effected without departing from the scope thereof. The scope of the present disclosure is limited only by the appended claims.

Claims

1. A steering control method, applied to a vehicle, comprising:

acquiring basic hand force;

2. The method of claim 1, wherein said coupling or decoupling the base hand force and the target feedback torque according to the condition of the vehicle comprises:

3. The method of claim 2, wherein the coupling or decoupling the base hand force and the target feedback torque according to a user-entered driving mode selection instruction comprises:

4. The method of claim 1, wherein said coupling or decoupling the base hand force and the target feedback torque according to the condition of the vehicle comprises:

5. The method of claim 4, wherein the coupling or decoupling the base hand force and the target feedback torque according to a driving scenario of the vehicle comprises:

6. The method of claim 1, wherein the obtaining a base hand force comprises:

acquiring a steering wheel angle and a vehicle speed;

7. The method of claim 1, wherein the determining a target feedback torque based on the rack force comprises:

8. The method of claim 7, wherein the obtaining a first feedback torque corresponding to the low frequency rack force and obtaining a second feedback torque corresponding to the high frequency rack force comprises:

9. A steering control apparatus, characterized by comprising:

the acquisition module is used for acquiring basic hand force;

and the processing module is used for coupling or decoupling the basic hand force and the target feedback torque according to the condition of the vehicle and performing steering control according to the coupled or decoupled torque.

10. A vehicle comprising a steering wheel, a steering actuator, and a processor configured to perform the steering control method of any one of claims 1-8.

11. A computer-readable storage medium, on which computer program instructions are stored, characterized in that the program instructions, when executed by a processor, implement the steering control method of any one of claims 1-8.