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CN111055846B - Device and method for detecting hand-off of steering wheel - Google Patents

Device and method for detecting hand-off of steering wheel Download PDF

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Publication number
CN111055846B
CN111055846B CN201911316523.6A CN201911316523A CN111055846B CN 111055846 B CN111055846 B CN 111055846B CN 201911316523 A CN201911316523 A CN 201911316523A CN 111055846 B CN111055846 B CN 111055846B
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torque
threshold
steering
steering wheel
value
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CN111055846A (en
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李彤
刘巍
梁建平
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Zhejiang Geely Holding Group Co Ltd
Zhejiang Geely Automobile Research Institute Co Ltd
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Zhejiang Geely Holding Group Co Ltd
Zhejiang Geely Automobile Research Institute Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/08—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to drivers or passengers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D15/00—Steering not otherwise provided for
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D5/00—Power-assisted or power-driven steering
    • B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Physics & Mathematics (AREA)
  • Automation & Control Theory (AREA)
  • Mathematical Physics (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)

Abstract

一种方向盘脱手检测装置及方法，其包括：扭矩传感器，设于转向管柱上，实时采集施加于车辆方向盘上的转向扭矩；电动助力转向系统，包括用于获取并处理扭矩传感器采集的转向扭矩信号的ECU，ECU能够根据转向扭矩与预存于ECU内的标定参数判断方向盘处于脱手或握紧状态。本发明利用设于转向管柱上的扭矩传感器(非接触式‑扭矩传感器单元)检测到方向盘受到的转向扭矩信号并传输给电动助力转向系统中的ECU，以能直接通过电动助力转向系统对转向扭矩信号进行处理以判断方向盘处于脱手或握紧状态，通过该方式获取的扭矩信号的采集周期远远低于电动助力转向系统自身向外传输到CAN总线的信号周期，相较于FCS(前摄像头系统)/LKA根据CAN总线上扭矩信号处理判断，提高了判断方向盘处于脱手或握紧状态的判断精度。

Figure 201911316523

A steering wheel release detection device and method, comprising: a torque sensor arranged on a steering column to collect the steering torque applied to the steering wheel of a vehicle in real time; an electric power steering system, including a torque sensor for acquiring and processing the steering torque collected by the torque sensor The ECU of the signal, the ECU can judge whether the steering wheel is in a loose or tight state according to the steering torque and the calibration parameters pre-stored in the ECU. The present invention utilizes the torque sensor (non-contact-torque sensor unit) located on the steering column to detect the steering torque signal received by the steering wheel and transmit it to the ECU in the electric power steering system, so that the steering can be directly controlled by the electric power steering system. The torque signal is processed to determine whether the steering wheel is in a release or grip state. The acquisition cycle of the torque signal obtained in this way is much lower than the signal cycle of the electric power steering system itself transmitted to the CAN bus. Compared with the FCS (front camera) The system)/LKA judges according to the torque signal processing on the CAN bus, which improves the judgment accuracy of judging whether the steering wheel is in the hands-off or grip state.

Figure 201911316523

Description

Steering wheel hands-off detection device and detection method
Technical Field
The invention relates to the technical field of automobiles, in particular to a steering wheel hands-off detection device and a detection method.
Background
Generally, a vehicle has an auxiliary steering system as a method for reducing a steering force of a steering wheel to ensure a stable steering state. In the related art, eco-friendly electric power steering systems (EPSs) that reduce steering force using the rotational force of a motor are often equipped on vehicles to ensure that a driver can conveniently steer the vehicle.
In an actual working condition, when an intelligent driving LKA (Lane Keeping Assist) function is turned on, the driver's taking over intention generally needs to be judged according to a detection result of the hands-off of the steering wheel.
The currently commonly used hands-off detection is usually achieved by two methods: one is to add a capacitive steering wheel, but this method is very costly; the other is that LKA can judge whether the steering wheel is in the hands-off state according to the torque applied to the steering wheel, but the detection method is easily affected by the outside world, so that the user experience is not ideal.
Disclosure of Invention
In view of the above, it is desirable to provide a steering wheel hands-off detection device and a detection method that can solve the problems of the second detection method.
The invention provides a steering wheel hands-off detection device, which comprises:
the torque sensor is arranged on the steering column and is used for acquiring steering torque applied to a steering wheel of a vehicle in real time;
the electric power steering system comprises an ECU (electronic control unit) for acquiring and processing a steering torque signal acquired by the torque sensor, wherein the ECU can judge that a steering wheel is in a hands-off state or a gripping state according to the steering torque and calibration parameters prestored in the ECU; the detection device also comprises a gateway, and the gateway receives and transmits a judgment result that the ECU judges that the steering wheel is in a release or holding state to a lane keeping auxiliary system; the calibration parameters comprise a first torque threshold value A obtained after analyzing n test data under a specific working condition and a specific vehicle type obtained according to a test experiment, and the ECU judges that the steering wheel is in a hands-off state when the steering torque detected by the torque sensor is less than or equal to the first torque threshold value A; the calibration parameters comprise a second torque threshold value B and a first time threshold value C corresponding to the first torque threshold value A, and when the steering torque detected by the torque sensor is greater than the first torque threshold value A, the ECU continuously judges that the steering torque is less than or equal to the second torque threshold value B and/or the duration t of the steering torque greater than the second torque threshold value B is less than or equal to the first time threshold value C, and judges that the steering wheel is in the hands-off state;
the calibration parameters comprise a calibration judgment threshold value F corresponding to the first torque threshold value A, the ECU can calculate and obtain an actual vehicle judgment value N according to the steering torque of the actual vehicle detected by the torque sensor and a data model, when the steering torque detected by the torque sensor is larger than the first torque threshold value A, the ECU continuously judges that the steering torque is larger than a second torque threshold value B and the duration time t of the steering torque larger than the second torque threshold value B is larger than the first time threshold value C, and when the ECU further judges that the actual vehicle judgment value N is smaller than or equal to the calibration judgment threshold value F, the ECU judges that the steering wheel is in a release state, and when the ECU further judges that the actual vehicle judgment value N is larger than the calibration judgment threshold value F, the ECU judges that the steering wheel is in a grip state, wherein A is larger than B.
In one embodiment, the real vehicle judgment value N is a real vehicle steering torque value detected by a torque sensor in real time and transmitted to the ECU in an actual working condition, and the calibration judgment threshold F is a third torque threshold E corresponding to the first torque threshold a obtained according to an experimental test, where a > E > B;
the real vehicle judgment value N is an override torque probability alpha calculated by the ECU according to the times that the steering torque value acquired by the torque sensor in the second time threshold D is greater than the third torque threshold E and the total sampling times in the second time threshold D in the actual working condition, and the calibration judgment threshold F is an override torque probability threshold beta corresponding to the third torque threshold E, wherein D is greater than 5C, and beta is greater than 0.9.
The real vehicle judgment value N is a steering torque change rate obtained by the ECU according to calculation of a plurality of real vehicle steering torque values acquired by a torque sensor in an actual working condition within a second time threshold value D, and the calibration judgment threshold value F is a torque change rate threshold value corresponding to the first torque threshold value A obtained according to experimental tests, wherein D is more than 5C;
the real vehicle judgment value N is a torque integral value calculated by the ECU according to a plurality of real vehicle steering torques collected by the torque sensor in an actual working condition within a second time threshold value D, the calibration judgment threshold value F is a torque integral threshold value corresponding to the first torque threshold value A and obtained according to experimental test calibration, wherein D is more than 5C;
the invention also provides a method for detecting the steering wheel hands-off, which comprises the step of detecting whether the steering wheel is in the hands-off state or not by using the device for detecting the steering wheel hands-off, wherein the device for detecting the steering wheel hands-off judges that the steering wheel is in the hands-off state or the gripping state according to the steering torque acquired by the ECU contained in the power-assisted steering system and the prestored calibration parameters, the calibration parameters comprise a first torque threshold value A, a second torque threshold value B corresponding to the first torque threshold value A, a first time threshold value C and a calibration judgment threshold value F, and the ECU can also determine an actual vehicle judgment value N according to the steering torque detected by the torque sensor and a data model, and the detection method comprises the following steps:
acquiring steering torque applied to a steering wheel in real time;
when the steering torque is smaller than or equal to the first torque threshold value A, judging that a steering wheel is in a hands-off state; and the number of the first and second groups,
when the steering torque is larger than the first torque threshold value A, the steering wheel is further judged to be in a hands-off or gripping state according to the magnitude relation between the steering torque and a second torque threshold value B and the duration t of the steering torque larger than the second torque threshold value B and a first time threshold value C, and when the steering torque is smaller than or equal to the second torque threshold value B and/or the duration t of the steering torque larger than the second torque threshold value B is smaller than or equal to the first time threshold value C, the steering wheel is judged to be in a hands-off state; and the number of the first and second groups,
when the steering torque is greater than a second torque threshold value B and the duration t of the steering torque greater than the second torque threshold value B is greater than a first time threshold value C, further judging that the steering wheel is in a hands-off state or a gripping state according to the magnitude relation between an actual vehicle judgment value N and a calibration judgment threshold value F, judging that the steering wheel is in the hands-off state when the actual vehicle judgment value N is less than or equal to the calibration judgment threshold value F, and judging that the steering wheel is in the gripping state when the actual vehicle judgment value N is greater than the calibration judgment threshold value F, wherein the first torque threshold value A is obtained after analyzing N test data under a specific vehicle type and a specific working condition obtained according to a test experiment, and A is greater than B; the real vehicle judgment value N is a real vehicle steering torque value which is detected by a torque sensor in real time and transmitted to the ECU in an actual working condition, and the calibration judgment threshold value F is a third torque threshold value E which is obtained according to an experimental test and corresponds to the first torque threshold value A, wherein A is more than E and B is more than B; the real vehicle judgment value N is an override torque probability alpha calculated by the ECU according to the times that a steering torque value acquired by the torque sensor in the second time threshold D is greater than a third torque threshold E and the total sampling times in the second time threshold D in the actual working condition, the calibration judgment threshold F is an override torque probability threshold beta corresponding to the third torque threshold E, wherein D is greater than 5C, and beta is greater than 0.9; the real vehicle judgment value N is a steering torque change rate obtained by the ECU according to calculation of a plurality of real vehicle steering torque values acquired by the torque sensor in a second time threshold D in an actual working condition, and the calibration judgment threshold F is a torque change rate threshold corresponding to the first torque threshold A obtained according to experimental tests, wherein D is more than 5C; the real vehicle judgment value N is a torque integral value calculated by the ECU according to a plurality of real vehicle steering torques collected by the torque sensor in the actual working condition within a second time threshold value D, and the calibration judgment threshold value F is a torque integral threshold value corresponding to a first torque threshold value A obtained according to experimental test calibration, wherein D is greater than 5C.
In summary, the present invention utilizes a torque sensor (non-contact type-torque sensor unit) disposed on a steering column to detect a steering torque signal received by a steering wheel and transmit the steering torque signal to an ECU in an electric power steering system, so as to directly determine that the steering wheel is in a hands-off or gripping state through processing and pre-storing the steering torque signal by the ECU in the electric power steering system and calibration parameters therein, so that a collection period (less than 1ms) of the torque signal is far shorter than a period (more than 20ms) of transmitting the steering torque signal to the outside by the Electric Power Steering (EPS) system itself, thereby improving the accuracy of determining that the steering wheel is in the hands-off or gripping state.
The foregoing description is only an overview of the technical solutions of the present invention, and in order to make the technical means of the present invention more clearly understood, the present invention may be implemented in accordance with the content of the description, and in order to make the above and other objects, features, and advantages of the present invention more clearly understood, the following preferred embodiments are described in detail with reference to the accompanying drawings.
Drawings
Fig. 1 is a block diagram illustrating a steering wheel hands-off detection apparatus and method according to the present invention;
fig. 2 is a schematic block diagram illustrating a steering wheel hands-off detection apparatus and method according to the present invention.
Detailed Description
To further explain the technical means and effects of the present invention adopted to achieve the predetermined objects, the present invention will be described in detail below with reference to the accompanying drawings and preferred embodiments.
The invention provides a steering wheel hands-off detection device, which comprises the following specific structures: a Steering wheel for a driver's manipulation, a Steering column connected to the Steering wheel, a pinion shaft having a pinion gear at one end, a rack shaft connecting the pinion gear and wheels, and an Electric Power Steering (EPS) system provided on the rack shaft.
In which an electric power steering system detects a driver's manipulation of a steering wheel to drive and rotate an EPS actuator, and a rack shaft connected to the EPS actuator is driven therewith, so that the driver can steer a vehicle with a small force.
Meanwhile, in a preferred embodiment of the present invention, the electric power steering system may further include an active front wheel steering (AFS) system. The AFS system can acquire vehicle state information or traveling information according to a driver's manipulation of a steering wheel and calculate an appropriate steering gear ratio (steering gear ratio) to drive an AFS actuator and rotate a pinion gear coupled to the AFS actuator according to the calculated steering gear ratio, and a rack shaft is laterally moved due to the rotation of the pinion gear to move wheels located at opposite ends of the rack shaft to assist steering.
The AFS system is a preferred embodiment that can be included in the embodiments provided herein, with or without substantial skill that would not affect the present invention.
Further, as shown in fig. 1 to 2, the present invention provides a steering wheel hands-off detection device, which includes a torque sensor for acquiring a steering torque applied to a steering wheel in real time; preferably, the torque sensor is slaved to an electric power assist control (EPS) system.
Specifically, the torque sensor is disposed on the steering column to detect a torque applied to the steering wheel by the driver and output an electrical signal proportional to the detected torque. In detail, the torque sensor can output a positive electrical signal or a negative electrical signal according to the steering direction of the steering column. For example, the torque sensor outputs a positive electrical signal when the steering column is rotated from the left end to the center position or from the center position to the right end. Conversely, the torque sensor outputs a negative electrical signal when the steering column is rotated from the right end to the center position or from the center position to the left end. Here, the left end refers to a position where the steering wheel cannot be rotated any more in the counterclockwise direction, the right end refers to a position where the steering wheel cannot be rotated any more in the clockwise direction, and the center position refers to a position state where the wheels are parallel to the vehicle body, that is, a state where the steering wheel is not rotated. Preferably, the torque sensor is a contactless torque sensor unit.
In the invention, the Electric Power Steering (EPS) system comprises an ECU (electronic control unit) for acquiring and processing a steering torque signal transmitted by a torque sensor, and the ECU can further judge that a steering wheel is in a hands-off or gripping state according to calibration parameters prestored in the ECU.
When a driver rotates a steering wheel, a torsion bar in a steering column deforms, a torque sensor (a non-contact type-torque sensor unit) detects the change of potential difference, converts the change into a steering torque signal and transmits the steering torque signal to an ECU (electronic control unit) in an electric power steering system, so that the steering wheel is judged to be in a release state or a grip state by directly processing and pre-storing the steering torque signal by the ECU in the electric power steering system and calibration parameters in the steering torque signal, the acquisition period (less than 1ms) of the torque signal is far shorter than the period (more than 20ms) of the Electric Power Steering (EPS) system and transmitting the steering torque signal outwards, and the accuracy of judging that the steering wheel is in the release state or the grip state is improved.
The device for detecting the hands-off of the steering wheel further comprises a gateway, so as to receive and transmit a judgment result that whether the steering wheel is in the hands-off state or not to a lane keeping assist system (LKA).
Furthermore, the lane keeping assist system (LKA) can work normally when receiving a signal that the steering wheel is in a gripping state; and when a signal that the steering wheel is in the hands-off state is received, an alarm is given and continues for a period of time, if the driver does not hold the steering wheel in the period of time, the lane keeping assist system (LKA) exits for safety consideration and is not executed any more (the intelligent driving Level2 Level requires that the driver cannot take off the hands or allows the driver to take off the hands for a period of time, and then exits after exceeding).
Specifically, the calibration parameters provided by the present invention include a set of calibration parameters, such as a first torque threshold a under each working condition obtained according to a real vehicle test experiment, a second torque threshold B, a first time threshold C, a second time threshold D, a third torque threshold E, and a calibration judgment threshold F corresponding to the first torque threshold a, which are taught and calibrated according to a real vehicle, and the ECU can obtain a real vehicle judgment value N according to a steering torque and a data model detected by a torque sensor, and the ECU uses the calibration parameters (the first torque threshold a, the second torque threshold B, the first time threshold C, the second time threshold D, the third torque threshold E, the calibration judgment threshold F, and the real vehicle judgment value N, wherein a > E > B, D >5C) to judge whether the steering wheel is in a hands-off or grip state, including:
in the first condition, when the steering torque detected by the torque sensor is less than or equal to a first torque threshold value A, the ECU judges that the steering wheel is in a hands-off state;
in the second case, the ECU determines that the steering wheel is in the hands-off state when the steering torque detected by the torque sensor is greater than the first torque threshold a and when the steering torque is less than or equal to the second torque threshold B and/or the duration t of the steering torque being greater than the second torque threshold B is less than or equal to the first time threshold C (including three cases of the steering torque being less than or equal to the second torque threshold B, the steering torque being greater than or equal to the second torque threshold B, and the steering torque being less than or equal to the second torque threshold B and the steering torque being greater than the second torque threshold B).
In a third case: after the steering torque detected by the torque sensor is greater than the first torque threshold value A, the ECU continuously judges that the steering torque is greater than the second torque threshold value B and the duration t of the steering torque greater than the second torque threshold value B is greater than the first time threshold value C, further judges that the steering wheel is in the hands-off state when the real vehicle judgment value N is less than or equal to the calibration judgment threshold value F, and judges that the steering wheel is in the gripping state when the real vehicle judgment value N is further judged to be greater than the calibration judgment threshold value F.
The first torque threshold value A is a plurality of torque data values which are obtained according to experimental tests (different vehicle types and working conditions are tested) and are obtained under specific vehicle types and specific working conditions, the torque data values are analyzed and obtained and prestored in the ECU by means of big data software, the first torque threshold value A can be a specific numerical value or a specific numerical value range, the second torque threshold value B and the third torque threshold value E are corresponding threshold values which are obtained according to the experimental tests and are obtained according to the big data analysis and correspond to the first torque threshold value A (under the conditions of vehicle type determination, working condition determination and the same test conditions), and A & gtE & gtB. And a timer for acquiring the duration t of the steering torque greater than the second torque threshold value B is also included in the electric power steering system.
In a third case: the magnitude relation between the calibration judgment threshold F and the real vehicle judgment value N is used as a judgment condition for judging whether the steering wheel is in a release state or a grip state, and can be further extended to four judgment conditions, specifically:
the first judgment condition: the magnitude relation between the steering torque of the real vehicle acquired by the torque sensor in real time in the actual working condition and a third torque threshold value E obtained according to experimental tests; at this time, when the steering torque (actual vehicle determination value N) is less than or equal to the third torque threshold E (calibration determination threshold F), it is determined that the steering wheel is in the hands-off state, and when the steering torque (actual vehicle determination value N) is further greater than the third torque threshold E (calibration determination threshold F), it is determined that the steering wheel is in the grip state.
Second judgment condition: in the actual working condition, the torque sensor calculates the steering torque change rate of the real vehicle acquired within the second time threshold D and the torque change rate threshold corresponding to the first torque threshold A acquired according to the experimental test; at this time, when the steering torque change rate (actual vehicle determination value N) is less than or equal to the torque change rate threshold value (calibration determination threshold value F), it is determined that the steering wheel is in the hands-off state, and when the steering torque change rate (actual vehicle determination value N) is further greater than the torque change rate threshold value (calibration determination threshold value F), it is determined that the steering wheel is in the grip state.
The third judgment condition: in the actual working condition, the torque integral obtained by calculating the steering torque of the real vehicle acquired by the torque sensor within the second time threshold D and the torque integral threshold corresponding to the first torque threshold A obtained according to the experimental test are in the size relation; at this time, when the torque integral (actual vehicle determination value N) is less than or equal to the torque integral threshold value (calibration determination threshold value F), it is determined that the steering wheel is in the hands-off state, and when the torque integral (actual vehicle determination value N) is further greater than the torque integral threshold value (calibration determination threshold value F), it is determined that the steering wheel is in the grip state.
Under the third judgment condition, the sudden change of the steering torque detected by the torque sensor under the condition of being influenced by the outside can be made up through the torque integral value (the accumulation of the torque change rate) determined in the second time threshold D, so that the judgment that the steering wheel is in the gripping state is more accurate according to the judgment result of the third condition on the basis of the first condition and the second condition, and the user experience can be greatly improved.
Fourth judgment condition: in an actual working condition, the torque sensor calculates the magnitude relation between the override torque probability alpha obtained by the torque sensor in a second time threshold D according to the times that the collected steering torque value of the real vehicle is greater than a third torque threshold E and the total sampling times and the override torque probability threshold beta corresponding to the third torque threshold E obtained according to experimental tests. At this time, the electric power steering system further comprises a first counting unit for collecting the times that the steering torque value of the real vehicle is greater than the third torque threshold value E and a second counting unit for collecting the total sampling times.
Specifically, according to the working conditions of the vehicle such as in-situ running, idling running/turning, accelerating running/turning, decelerating running/turning, constant speed running/turning and the like, the torque values under the condition of hands off and hands off are respectively collected, and the data distribution is analyzed, so that the values of a first torque threshold value A, a second torque threshold value B, a second time threshold value C, a second time threshold value D, a third torque threshold value E and an override torque probability threshold value beta are determined.
The invention specifically limits the first and second time thresholds C and D and the override torque probability threshold β to: d is more than 5C, beta is more than 0.9, and the parameters are mainly parameters with high reliability and accuracy obtained by collecting and analyzing past project experiences according to various vehicle real vehicle data, if the beta value is too low, misjudgment is easy to be carried out (no hand release is detected as the hand release), and if the beta value is too high, the hand release is difficult to be detected (the hand release cannot be detected in the hand release state).
The invention also relates to a method for detecting the hands-off of the steering wheel, which comprises the method for detecting the hands-off of the steering wheel by using the device for detecting the hands-off of the steering wheel.
The steering wheel hands-off detection device provided by the invention judges that the steering wheel is in a hands-off state or a gripping state according to the steering torque acquired by an ECU (electronic control unit) included in the power steering system and pre-stored calibration parameters, wherein the calibration parameters comprise a first torque threshold value A, a second torque threshold value B, a first time threshold value C and a calibration judgment threshold value F, which are acquired according to experimental tests and correspond to the first torque threshold value A, and further, the ECU in the power steering system provided by the invention can also determine a real vehicle judgment value N according to the steering torque detected by a torque sensor and a data model.
In detail, the method for detecting the hands-off provided by the invention comprises the following steps:
acquiring steering torque applied to a steering wheel in real time;
when the steering torque is smaller than or equal to a first torque threshold value A, the electric power steering system judges that the steering wheel is in a hands-off state; and the number of the first and second groups,
when the steering torque is greater than a first torque threshold value A, further judging that the steering wheel is in a hands-off or gripping state according to the magnitude relation between the steering torque and a second torque threshold value B and the duration time t that the steering torque is greater than the second torque threshold value B and a first time threshold value C, and when the steering torque is less than or equal to the second torque threshold value B and/or the duration time t that the steering torque is greater than the second torque threshold value B is less than or equal to the first time threshold value C (including three conditions that the steering torque is less than or equal to the second torque threshold value B, the steering torque is greater than the second torque threshold value B, and the steering torque is less than or equal to the second torque threshold value B and the steering torque is greater than the second torque threshold value B), judging that the steering wheel is in a hands-off state; and the number of the first and second groups,
when the steering torque is larger than a second torque threshold value B and the duration t of the steering torque larger than the second torque threshold value B is larger than a first time threshold value C, the steering wheel is further judged to be in a hands-off state or a gripping state according to the size relation between the real vehicle judgment value N and the calibration judgment threshold value F, when the real vehicle judgment value N is smaller than or equal to the calibration judgment threshold value F, the steering wheel is judged to be in the hands-off state, and when the real vehicle judgment value N is larger than the calibration judgment threshold value F, the steering wheel is judged to be in the gripping state, wherein A is larger than B.
It can be understood that, in the steering wheel hands-off detection method provided by the present invention, only after the steering torque of the real vehicle satisfies the magnitude relationship between the first torque threshold a and the second torque threshold B, it is further determined that the vehicle steering wheel is in the gripping state when the real vehicle determination value N determined by the real vehicle torque threshold is greater than the calibration determination threshold F, and when any of the above determination conditions is not satisfied, it is determined that the steering wheel is in the hands-off state.
The Steering wheel hands-off detection method provided by the invention realizes the function of detecting whether the Steering wheel is hands-off or not according to an EPS (Electronic Power Steering) system, and because the EPS carries out large-data high-sampling frequency acquisition on torque signals in an ultralow sampling period of 1ms or less and simultaneously carries out hands-off detection according to a new algorithm added in the EPS, the precision of the hands-off detection is improved, the method is easy to realize and has low cost.
Specifically, in the first specific embodiment of the steering wheel hands-off detection method provided by the invention, the actual vehicle judgment value N is an override torque probability α calculated by the ECU according to the times that the steering torque value acquired by the torque sensor in the second time threshold D is greater than the third torque threshold E and the total sampling times in the second time threshold D in the actual working condition, and the calibration judgment threshold F is an override torque probability threshold β obtained according to the experimental test calibration, where a > E > B, D >5C, and β > 0.9.
In a second specific embodiment of the steering wheel hands-off detection method provided by the invention, the real vehicle judgment value N is a real vehicle steering torque value which is detected by the torque sensor in real time and transmitted to the ECU in an actual working condition, and the calibration judgment threshold value F is a third torque threshold value E which is obtained according to experimental test calibration, wherein A is more than E and more than B.
In a third specific embodiment of the steering wheel hands-off detection method provided by the invention, the real vehicle judgment value N is a steering torque change rate calculated by the ECU according to a plurality of real vehicle steering torque values collected by the torque sensor in the actual working condition within the second time threshold D, and the calibration judgment threshold F is a torque change rate threshold calibrated according to experimental tests.
In a fourth specific embodiment of the steering wheel hands-off detection method provided by the invention, the real vehicle judgment value N is a torque integral value calculated by the ECU according to a plurality of real vehicle steering torques collected by the torque sensor in the actual working condition within the second time threshold D, and the calibration judgment threshold F is a torque integral threshold calibrated according to experimental tests.
In summary, the present invention utilizes the torque sensor (non-contact type-torque sensor unit) disposed on the steering column to detect the steering torque signal received by the steering wheel and transmit the steering torque signal to the ECU in the electric power steering system, so as to directly determine that the steering wheel is in the hands-off or gripping state through the processing and pre-storing of the steering torque signal by the ECU in the electric power steering system and the calibration parameters therein, so that the acquisition period (less than 1ms) of the torque signal is far shorter than the period (more than 20ms) of the Electric Power Steering (EPS) system itself and then the steering torque signal is transmitted outwards, thereby improving the accuracy of determining that the steering wheel is in the hands-off or gripping state.
Although the present invention has been described with reference to a preferred embodiment, it should be understood that various changes, substitutions and alterations can be made herein without departing from the spirit and scope of the invention as defined by the appended claims.

Claims (2)

1.一种方向盘脱手检测装置，其特征在于，包括：1. a steering wheel hands-off detection device, is characterized in that, comprises: 扭矩传感器，设于车辆转向管柱上，实时采集施加于车辆方向盘上的转向扭矩；The torque sensor is installed on the steering column of the vehicle to collect the steering torque applied to the steering wheel of the vehicle in real time; 电动助力转向系统，包括用于获取并处理所述扭矩传感器采集的转向扭矩信号的ECU，所述ECU能够根据转向扭矩与预存于所述ECU内的标定参数判断方向盘处于脱手或握紧状态；An electric power steering system, comprising an ECU for acquiring and processing the steering torque signal collected by the torque sensor, the ECU being able to judge whether the steering wheel is in a disengaged or gripped state according to the steering torque and calibration parameters pre-stored in the ECU; 所述方向盘脱手检测装置还包括网关，所述网关接收并向车道保持辅助系统传输所述ECU判断方向盘为脱手或握紧状态的判断结果；The steering wheel release detection device further includes a gateway, and the gateway receives and transmits to the lane keeping assist system a judgment result of the ECU judging that the steering wheel is in a release state or a grip state; 所述标定参数包括根据测试实验获取的特定车型及特定工况下的n个测试数据分析后获得的第一扭矩阈值A，所述ECU在扭矩传感器检测到的转向扭矩小于或等于所述第一扭矩阈值A时，判断方向盘处于脱手状态；所述标定参数包括对应所述第一扭矩阈值A的第二扭矩阈值B和第一时间阈值C，所述ECU在扭矩传感器检测到的转向扭矩大于所述第一扭矩阈值A时，继续在判断该转向扭矩小于或等于第二扭矩阈值B和/或该转向扭矩大于第二扭矩阈值B的持续时间t小于或等于所述第一时间阈值C时，判断方向盘处于脱手状态；所述标定参数包括对应所述第一扭矩阈值A的标定判断阈值F，所述ECU可根据扭矩传感器检测到的实车的转向扭矩及数据模型计算获得实车判断值N，所述ECU在扭矩传感器检测到的转向扭矩大于所述第一扭矩阈值A后，继续判断该转向扭矩大于第二扭矩阈值B且该转向扭矩大于第二扭矩阈值B的持续时间t大于所述第一时间阈值C时，并在进一步判断实车判断值N小于或等于所述标定判断阈值F时，判断方向盘处于脱手状态，而在进一步判断实车判断值N大于所述标定判断阈值F时，判断方向盘处于握紧状态，其中，A＞B；The calibration parameters include a first torque threshold value A obtained by analyzing n pieces of test data obtained from a test experiment and under specific operating conditions, and the steering torque detected by the ECU in the torque sensor is less than or equal to the first torque threshold A. When the torque threshold is A, it is judged that the steering wheel is in a disengaged state; the calibration parameters include a second torque threshold B corresponding to the first torque threshold A and a first time threshold C, and the steering torque detected by the ECU when the torque sensor is greater than all When the first torque threshold A is described, continue to judge that the steering torque is less than or equal to the second torque threshold B and/or the duration t for which the steering torque is greater than the second torque threshold B is less than or equal to the first time threshold C, It is judged that the steering wheel is in a disengaged state; the calibration parameters include a calibration judgment threshold F corresponding to the first torque threshold A, and the ECU can calculate and obtain the real vehicle judgment value N according to the steering torque of the real vehicle detected by the torque sensor and the data model After the steering torque detected by the torque sensor is greater than the first torque threshold A, the ECU continues to judge that the steering torque is greater than the second torque threshold B and the duration t of the steering torque greater than the second torque threshold B is greater than the At the first time threshold C, and when it is further judged that the real vehicle judgment value N is less than or equal to the calibration judgment threshold F, it is judged that the steering wheel is in a disengaged state, and when it is further judged that the real vehicle judgment value N is greater than the calibration judgment threshold F. , judging that the steering wheel is in a tight state, where A>B; 所述实车判断值N为实际工况中扭矩传感器实时检测并向所述ECU传输的实车转向扭矩值，所述标定判断阈值F为根据实验测试获得的对应所述第一扭矩阈值A的第三扭矩阈值E，其中，A＞E＞B；The real vehicle judgment value N is the real vehicle steering torque value detected by the torque sensor in real time and transmitted to the ECU in the actual working condition, and the calibration judgment threshold value F is obtained according to the experimental test corresponding to the first torque threshold value A. a third torque threshold E, where A>E>B; 所述实车判断值N为所述ECU根据实际工况中扭矩传感器在第二时间阈值D内采集到的转向扭矩值大于第三扭矩阈值E的次数与在第二时间阈值D内总采样次数计算得到的超控扭矩概率α，所述标定判断阈值F为根据实验测试获得的对应所述第三扭矩阈值E的超控扭矩概率阈值β，其中，D>5C，β>0.9；The actual vehicle judgment value N is the number of times that the steering torque value collected by the ECU within the second time threshold D is greater than the third torque threshold E and the total sampling times within the second time threshold D according to the actual operating conditions. The calculated override torque probability α, the calibration judgment threshold F is the override torque probability threshold β corresponding to the third torque threshold E obtained according to the experimental test, wherein D>5C, β>0.9; 所述实车判断值N为所述ECU根据实际工况中扭矩传感器在第二时间阈值D内采集的多个实车转向扭矩值计算获得的转向扭矩变化率，所述标定判断阈值F为根据实验测试获得的对应所述第一扭矩阈值A的扭矩变化率阈值，其中，D>5C；The actual vehicle judgment value N is the steering torque change rate calculated by the ECU according to a plurality of actual vehicle steering torque values collected by the torque sensor in the second time threshold D in the actual working condition, and the calibration judgment threshold value F is based on The torque change rate threshold corresponding to the first torque threshold A obtained by the experimental test, wherein D>5C; 所述实车判断值N为所述ECU根据实际工况中扭矩传感器在第二时间阈值D内采集的多个实车转向扭矩计算得到的扭矩积分值，所述标定判断阈值F为根据实验测试标定获得的对应所述第一扭矩阈值A的扭矩积分阈值，其中，D>5C。The real vehicle judgment value N is the torque integral value calculated by the ECU according to a plurality of real vehicle steering torques collected by the torque sensor in the second time threshold value D in the actual working condition, and the calibration judgment threshold value F is based on the experimental test. The torque integral threshold corresponding to the first torque threshold A obtained by calibration, where D>5C. 2.一种方向盘脱手检测方法，其特征在于，包括利用方向盘脱手检测装置对方向盘是否脱手状态进行检测的方法，所述方向盘脱手检测装置根据助力转向系统包含的ECU获取的转向扭矩与预存的标定参数判断方向盘处于脱手或握紧状态，且标定参数包括第一扭矩阈值A、以及对应第一扭矩阈值A的第二扭矩阈值B、第一时间阈值C以及标定判断阈值F，所述ECU还能根据扭矩传感器检测到的转向扭矩及数据模型确定出实车判断值N，该检测方法，包括：2. A method for detecting a hands-off of a steering wheel, characterized in that it comprises a method for detecting whether a steering wheel is off-hand by means of a steering-wheel-off-hand detection device, the steering torque obtained by the steering-wheel off-hand detection device and a pre-stored calibration according to the ECU that the power steering system comprises. The parameters determine that the steering wheel is in a release or grip state, and the calibration parameters include a first torque threshold A, a second torque threshold B corresponding to the first torque threshold A, a first time threshold C, and a calibration judgment threshold F. The ECU can also The actual vehicle judgment value N is determined according to the steering torque detected by the torque sensor and the data model. The detection method includes: 实时采集施加于方向盘上的转向扭矩；Real-time acquisition of steering torque applied to the steering wheel; 在所述转向扭矩小于或等于所述第一扭矩阈值A时，判断方向盘处于脱手状态；以及，When the steering torque is less than or equal to the first torque threshold A, it is determined that the steering wheel is in a disengaged state; and, 在所述转向扭矩大于所述第一扭矩阈值A时，进一步根据该转向扭矩与第二扭矩阈值B与该转向扭矩大于第二扭矩阈值B的持续时间t与第一时间阈值C的大小关系判断方向盘处于脱手或握紧状态，在该转向扭矩小于或等于第二扭矩阈值B和/或该转向扭矩大于第二扭矩阈值B的持续时间t小于或等于所述第一时间阈值C时，判断方向盘处于脱手状态；以及，When the steering torque is greater than the first torque threshold A, it is further judged according to the magnitude relationship between the steering torque, the second torque threshold B, the duration t of the steering torque greater than the second torque threshold B, and the first time threshold C The steering wheel is in a hands-off or grip state, and when the steering torque is less than or equal to the second torque threshold B and/or the duration t for which the steering torque is greater than the second torque threshold B is less than or equal to the first time threshold C, determine the steering wheel is in a disengaged state; and, 在该转向扭矩大于第二扭矩阈值B且转向扭矩大于第二扭矩阈值B的持续时间t大于所述第一时间阈值C时，进一步根据实车判断值N与标定判断阈值F的大小关系判断方向盘处于脱手或握紧状态，在实车判断值N小于或等于所述标定判断阈值F时，判断方向盘处于脱手状态，而在实车判断值N大于所述标定判断阈值F时，判断方向盘处于握紧状态，其中第一扭矩阈值A为根据测试实验获取的特定车型及特定工况下的n个测试数据分析后获得，且A＞B；When the steering torque is greater than the second torque threshold B and the duration t for which the steering torque is greater than the second torque threshold B is greater than the first time threshold C, the steering wheel is further judged according to the relationship between the actual vehicle judgment value N and the calibration judgment threshold F In the hands-off or grip state, when the actual vehicle judgment value N is less than or equal to the calibration judgment threshold F, it is judged that the steering wheel is in the hands-off state, and when the real vehicle judgment value N is greater than the calibration judgment threshold F, it is judged that the steering wheel is in the grip state tight state, wherein the first torque threshold A is obtained by analyzing n test data of a specific vehicle model and a specific working condition obtained according to the test experiment, and A>B; 所述实车判断值N为实际工况中扭矩传感器实时检测并向所述ECU传输的实车转向扭矩值，所述标定判断阈值F为根据实验测试获得的对应第一扭矩阈值A的第三扭矩阈值E，其中，A＞E＞B；The real vehicle judgment value N is the real vehicle steering torque value detected by the torque sensor in real time in the actual working condition and transmitted to the ECU, and the calibration judgment threshold value F is the third corresponding to the first torque threshold value A obtained according to the experimental test. Torque threshold E, where A>E>B; 所述实车判断值N为所述ECU根据实际工况中扭矩传感器在第二时间阈值D内采集到的转向扭矩值大于第三扭矩阈值E的次数与在第二时间阈值D内总采样次数计算得到的超控扭矩概率α，所述标定判断阈值F为根据实验测试获得的对应第一扭矩阈值A的超控扭矩概率阈值β，其中，D>5C，β>0.9；The actual vehicle judgment value N is the number of times that the steering torque value collected by the ECU within the second time threshold D is greater than the third torque threshold E and the total sampling times within the second time threshold D according to the actual operating conditions. The calculated override torque probability α, the calibration judgment threshold F is the override torque probability threshold β corresponding to the first torque threshold A obtained according to the experimental test, wherein D>5C, β>0.9; 所述实车判断值N为所述ECU根据实际工况中扭矩传感器在第二时间阈值D内采集的多个实车转向扭矩值计算获得的转向扭矩变化率，所述标定判断阈值F为根据实验测试获得的对应第一扭矩阈值A的扭矩变化率阈值，其中，D>5C；The actual vehicle judgment value N is the steering torque change rate calculated by the ECU according to a plurality of actual vehicle steering torque values collected by the torque sensor in the second time threshold D in the actual working condition, and the calibration judgment threshold value F is based on The torque change rate threshold corresponding to the first torque threshold A obtained from the experimental test, where D>5C; 所述实车判断值N为所述ECU根据实际工况中扭矩传感器在第二时间阈值D内采集的多个实车转向扭矩计算得到的扭矩积分值，所述标定判断阈值F为根据实验测试标定获得的对应第一扭矩阈值A的扭矩积分阈值，其中，D>5C。The real vehicle judgment value N is the torque integral value calculated by the ECU according to a plurality of real vehicle steering torques collected by the torque sensor in the second time threshold value D in the actual working condition, and the calibration judgment threshold value F is based on the experimental test. The obtained torque integral threshold corresponding to the first torque threshold A is calibrated, where D>5C.
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