CN117985099A - Electric power steering control method, medium, electronic device and vehicle - Google Patents

Abstract

The disclosure relates to an electric power steering control method, a medium, electronic equipment and a vehicle, belongs to the field of vehicles, and can cover unknown scenes and improve the safety of electric power steering. An electric power steering control method includes: acquiring a current input signal and a current working mode of an electric power steering system; determining an input signal which plays a decisive role in mode conversion in the current input signal in the current working mode; determining a current mode transition trigger condition based on a current range of the input signal that determines a mode transition; determining a target working mode corresponding to the current working mode and the current mode switching triggering condition based on a preset corresponding relation among a source working mode, a mode switching triggering condition and the target working mode; and switching the working mode of the electric power steering system from the current working mode to the determined target working mode.

Description

Electric power steering control method, medium, electronic device and vehicle

Technical Field

The present disclosure relates to the field of vehicles, and in particular, to an electric power steering control method, a medium, an electronic device and a vehicle.

Background technique

In the related art, the electric power steering operation of the Electric Power Steering (EPS) system fails to fully cover all real vehicle scenarios and some low-probability system conditions, which reduces the safety of the electric power steering.

Summary of the invention

The purpose of the present disclosure is to provide an electric power steering control method, medium, electronic device and vehicle, which can cover unknown scenarios and improve the safety of electric power steering.

In order to achieve the above-mentioned objectives, the present disclosure provides an electric power steering control method, including: obtaining a current input signal and a current working mode of an electric power steering system; determining an input signal in the current input signal that plays a decisive role in mode conversion under the current working mode; determining a current mode conversion trigger condition based on a current value range of the input signal that plays a decisive role in mode conversion; determining a target working mode corresponding to the current working mode and the current mode conversion trigger condition based on a preset correspondence between a source working mode, a mode conversion trigger condition, and a target working mode; and switching the working mode of the electric power steering system from the current working mode to the determined target working mode.

Optionally, determining the input signal that plays a decisive role in the mode conversion in the current input signal under the current working mode includes: determining the input signal that plays a decisive role in the mode conversion in the current input signal under the current working mode according to a preset correspondence between the working mode and the input signal priority.

Optionally, the working modes of the electric power steering system include a sleep mode, a power-on self-diagnosis mode, a standby mode, a normal power-assist mode, a reduced power-assist mode, a failure mode and a power-off mode;

The input signals of the electric power steering system include engine ignition signal, vehicle power signal, vehicle speed signal and EPS system fault signal;

The preset correspondence between the working mode and the input signal priority includes:

In the dormant mode, the engine ignition signal is the input signal that determines the mode switching;

In the power-on self-diagnosis mode, in descending order of priority, the engine ignition signal, the EPS system fault signal and the vehicle power signal are the input signals that play a decisive role in the mode conversion;

In the standby mode, in descending order of priority, the EPS system fault signal, the engine ignition signal, the vehicle speed signal and the vehicle power signal are the input signals that determine the mode switching;

In the normal power-assist mode, in descending order of priority, the EPS system fault signal, the engine ignition signal, the vehicle speed signal and the vehicle power signal are the input signals that play a decisive role in the mode conversion;

In the power-reducing mode, in descending order of priority, the engine ignition signal, the EPS system fault signal and the vehicle speed signal are the input signals that determine the mode conversion;

In the failure mode, the engine ignition signal is the input signal that determines the mode conversion;

In the power-down mode, the engine ignition signal is the input signal that determines the mode transition.

Optionally, the value range of the engine ignition signal includes low level, high level and floating; the value range of the vehicle power supply signal includes not ready, ready, invalid or lost; the value range of the vehicle speed signal includes less than the first vehicle speed, greater than or equal to the first vehicle speed, and invalid or lost, wherein the first vehicle speed is a dividing speed that ensures that no harm will be caused to the vehicle or the driver in the event of a vehicle failure; the value range of the EPS system's own fault signal includes no fault, minor fault and serious fault.

Optionally, the mode conversion triggering condition includes a first mode conversion triggering condition to a thirteenth mode conversion triggering condition, wherein:

The first mode conversion trigger condition refers to the value range of the engine ignition signal being a high level;

The second mode conversion trigger condition refers to that the value range of the engine ignition signal is high level and the value range of the EPS system fault signal itself is no fault;

The third mode conversion trigger condition refers to one of the following:

The value range of the EPS system fault signal is no fault, the value range of the engine ignition signal is high level, and the value range of the vehicle speed signal is greater than or equal to the first vehicle speed;

The value range of the EPS system fault signal is no fault, the value range of the engine ignition signal is not a high level, and the value range of the vehicle speed signal is greater than or equal to the first vehicle speed;

The value range of the EPS system fault signal is no fault, the value range of the engine ignition signal is high level, the value range of the vehicle speed signal is not greater than or equal to the first vehicle speed, and the value range of the vehicle power signal is ready;

The fourth mode conversion trigger condition refers to the value range of the EPS system's own fault signal being a minor fault;

The fifth mode conversion trigger condition refers to one of the following:

The value range of the EPS system fault signal is no fault, the value range of the engine ignition signal is not a high level, and the value range of the vehicle speed signal is less than the first vehicle speed;

The value range of the EPS system fault signal is no fault, the value range of the engine ignition signal is not a high level, the value range of the vehicle speed signal is invalid or lost, and the value range of the vehicle power signal is not ready;

The sixth mode conversion trigger condition refers to waiting for a preset time length;

The seventh mode conversion trigger condition refers to the value range of the EPS system's own fault signal being a serious fault;

The eighth mode conversion trigger condition refers to that the value range of the engine ignition signal is not a high level;

The ninth mode conversion trigger condition refers to that the value range of the EPS system fault signal is no fault, the value range of the engine ignition signal is high level, the value range of the vehicle speed signal is not invalid or lost, and the value range of the vehicle power signal is ready;

The tenth mode conversion trigger condition refers to one of the following:

The value range of the EPS system's own fault signal is a minor fault;

The value range of the EPS system fault signal is no fault, the value range of the engine ignition signal is not a high level, the value range of the vehicle speed signal is invalid or lost, and the value range of the vehicle power signal is ready;

The eleventh mode conversion trigger condition refers to that the value range of the EPS system fault signal is no fault, the value range of the engine ignition signal is high level, the value range of the vehicle speed signal is less than the first vehicle speed, and the value range of the vehicle power signal is not ready;

The twelfth mode conversion triggering condition refers to one of the following:

The value range of the EPS system's own fault signal is a minor fault;

The value range of the EPS system fault signal is no fault, the value range of the engine ignition signal is not a high level, the value range of the vehicle speed signal is invalid or lost, and the value range of the vehicle power signal is ready;

The value range of the EPS system fault signal itself is no fault, the value range of the engine ignition signal is high level, and the value range of the vehicle speed signal is invalid or lost;

The value range of the EPS system fault signal is no fault, the value range of the engine ignition signal is high level, the value range of the vehicle speed signal is less than the first vehicle speed, and the value range of the vehicle power supply signal is invalid or lost;

The thirteenth mode conversion trigger condition refers to that the value range of the EPS system's own fault signal is no fault, the value range of the engine ignition signal is high level, the value range of the vehicle speed signal is not invalid or lost, and the value range of the vehicle power signal is invalid or lost.

Optionally, the preset correspondence between the source working mode, the mode conversion trigger condition, and the target working mode includes:

When the source operating mode is the sleep mode and the mode conversion trigger condition is the first mode conversion trigger condition, the corresponding target operating mode is the power-on self-diagnosis mode;

When the source operating mode is the power-off mode and the mode conversion trigger condition is the sixth mode conversion trigger condition, the corresponding target operating mode is the sleep mode;

When the source operating mode is the power-on self-diagnosis mode and the mode conversion trigger condition is the eighth mode conversion trigger condition, the corresponding target operating mode is the power-off mode;

When the source operating mode is the power-on self-diagnosis mode and the mode conversion trigger condition is the second mode conversion trigger condition, the corresponding target operating mode is the standby mode;

When the source operating mode is the power-off mode and the mode conversion trigger condition is the first mode conversion trigger condition, the corresponding target operating mode is the standby mode;

When the source operating mode is the standby mode and the mode conversion trigger condition is the fifth mode conversion trigger condition, the corresponding target operating mode is the power-off mode;

When the source working mode is the standby mode and the mode conversion trigger condition is the third mode conversion trigger condition, the corresponding target working mode is the normal power-assisting mode;

When the source working mode is the normal power-assisting mode and the mode conversion trigger condition is the eleventh mode conversion trigger condition, the corresponding target working mode is the standby mode;

When the source operating mode is the standby mode and the mode conversion trigger condition is the seventh mode conversion trigger condition, the corresponding target operating mode is the failure mode;

When the source operating mode is the standby mode and the mode conversion trigger condition is the tenth mode conversion trigger condition, the corresponding target operating mode is the power reduction mode;

When the source operating mode is the power-assisted reduction mode and the mode conversion trigger condition is the thirteenth mode conversion trigger condition, the corresponding target operating mode is the standby mode;

When the source working mode is the power-assisted reduction mode and the mode conversion trigger condition is the ninth mode conversion trigger condition, the corresponding target working mode is the normal power-assisted mode;

When the source working mode is the normal power-assisting mode and the mode conversion trigger condition is the twelfth mode conversion trigger condition, the corresponding target working mode is the power-assisting reduction mode;

When the source working mode is the normal power-assisting mode and the mode conversion trigger condition is the seventh mode conversion trigger condition, the corresponding target working mode is the failure mode;

When the source operating mode is the power reduction mode and the mode conversion trigger condition is the seventh mode conversion trigger condition, the corresponding target operating mode is the failure mode;

When the source operating mode is the failure mode and the mode conversion trigger condition is the eighth mode conversion trigger condition, the corresponding target operating mode is the power-off mode;

When the source operating mode is the power-on self-diagnosis mode and the mode conversion trigger condition is the seventh mode conversion trigger condition, the corresponding target operating mode is the failure mode;

When the source operating mode is the power reduction mode and the mode conversion trigger condition is the fifth mode conversion trigger condition, the corresponding target operating mode is the power-down mode;

When the source working mode is the normal power-assisting mode and the mode conversion trigger condition is the fifth mode conversion trigger condition, the corresponding target working mode is the power-off mode;

When the source operating mode is the power-on self-diagnosis mode and the mode conversion trigger condition is the fourth mode conversion trigger condition, the corresponding target operating mode is the power-assisted reduction mode.

Optionally, the method further comprises: deleting other input signals in the current input signal except the input signal that plays a decisive role in the mode conversion.

According to another aspect of the present disclosure, a non-transitory computer-readable storage medium is provided, on which a computer program is stored, and when the program is executed by a processor, the steps of any method described in the present disclosure are implemented.

According to another aspect of the present disclosure, an electronic device is provided, comprising: a memory on which a computer program is stored; and a processor for executing the computer program in the memory to implement the steps of any method described in the present disclosure.

According to yet another aspect of the present disclosure, a vehicle is provided, comprising the electronic device according to the present disclosure.

By adopting the above technical solution, since it is possible to determine the input signal that plays a decisive role in the mode conversion in the current input signal under the current working mode, and determine the current mode conversion trigger condition based on the current value range of the input signal that plays a decisive role in the mode conversion, and determine the target working mode corresponding to the current working mode and the current mode conversion trigger condition based on the preset correspondence between the source working mode, the mode conversion trigger condition, and the target working mode, it is possible to traverse all input signals that play a decisive role in the mode conversion, and systematically solve the problem of scene omission and condition omission, so that no matter how many scene factors are added, the EPS system operates within the scope of the system design, and no unexpected scenes will occur, thereby improving the safety of the EPS. In addition, the present disclosure can also be extended to other products with higher safety requirements.

Other features and advantages of the present disclosure will be described in detail in the following detailed description.

BRIEF DESCRIPTION OF THE DRAWINGS

The accompanying drawings are used to provide a further understanding of the present disclosure and constitute a part of the specification. Together with the following specific embodiments, they are used to explain the present disclosure but do not constitute a limitation of the present disclosure. In the accompanying drawings:

FIG. 1 is a flow chart of an electric power steering control method according to an embodiment of the present disclosure.

FIG. 2 is a schematic diagram of a framework of an electric power steering system according to an embodiment of the present disclosure.

FIG3 shows a schematic diagram of a mode conversion state machine according to an embodiment of the present disclosure.

FIG. 4 is a schematic diagram of a mode switching process when the current working mode is the sleep mode according to an embodiment of the present disclosure.

FIG. 5 is a schematic diagram showing a mode switching process when the current working mode is a power-on self-diagnosis mode according to an embodiment of the present disclosure.

FIG6 is a schematic diagram showing a mode switching process when the current working mode is the standby mode according to an embodiment of the present disclosure.

FIG. 7 is a schematic diagram showing a mode switching process when the current working mode is the normal power-assisting mode according to an embodiment of the present disclosure.

FIG8 is a schematic diagram showing a mode switching process when the current working mode is the power-reducing mode according to an embodiment of the present disclosure.

FIG. 9 is a schematic diagram showing a mode switching process when the current working mode is a failure mode according to an embodiment of the present disclosure.

FIG. 10 is a schematic diagram showing a mode switching process when the current working mode is a power-off mode according to an embodiment of the present disclosure.

Fig. 11 is a block diagram of an electronic device according to an exemplary embodiment.

Detailed ways

The specific implementation of the present disclosure is described in detail below in conjunction with the accompanying drawings. It should be understood that the specific implementation described herein is only used to illustrate and explain the present disclosure, and is not used to limit the present disclosure.

It should be noted that all actions of acquiring signals, information or data in the present disclosure are carried out in compliance with the relevant data protection laws and policies of the country where the device is located and with the authorization given by the owner of the corresponding device.

The EPS system mode is a classification of operating states based on the vehicle operating mode and the EPS system's own operating mode. Through the definition of the system mode, the EPS system's operating mode in different scenarios can be clearly defined, making it easier to define common interfaces between the vehicle operating mode, system operating mode, and software operating mode.

In the related art, EPS is usually defined in two modes.

The first EPS system mode is defined as follows:

Normal mode: In this mode, normal assistance is provided.

Protection mode: In this mode, the power-assistance is limited.

Limp mode: In this mode, the vehicle operates with limited power assistance and sends a fault signal to drive the instrument to light up the fault indicator light.

Fault mode: In this mode, the ECU stops assisting and sends a fault signal to drive the instrument to light up the fault indicator light.

The second EPS system mode is defined as follows:

Power-on self-diagnosis mode: In this mode, the system performs self-diagnosis.

Normal mode: In this mode, normal assistance is provided.

Degraded mode: In this mode, the vehicle operates with limited power assistance.

Failure mode: In this mode, power assistance stops and an alarm is issued.

Ignition off post-processing mode: In this mode, self-test and fault processing are performed after power off.

The above two EPS modes have the same definition and switching conditions, that is, they are switched based on the three conditions of "ignition switch status (IGN signal)", "vehicle power signal (OK_indicator/PDU/Power_mode)", and "controller failure". Among them:

The conditions for EPS to switch from sleep/power-off mode to normal mode are: the IGN signal is high and the vehicle power signal is ON;

The conditions for switching to degraded mode/protection mode/limp home mode are: a minor EPS failure or protection is triggered;

The condition for switching to failure mode/fault mode is: a serious fault occurs in EPS.

The definitions and switching conditions of these two modes are relatively simple, but for real vehicle scenarios or some low-probability system conditions, these two mode definitions do not fully cover them, for example:

Question 1: When the vehicle is driving, the IGN power suddenly loses (the IGN is at a low level due to vehicle reasons). According to the above two mode definitions, the EPS will exit normal operation, resulting in loss of steering assistance.

Problem 2: The IGN signal is low and OK_indicator = 0x01 (power status ON) (although the probability of this condition occurring is extremely low), the system may lack a way to handle this condition, causing the program to run dead and the motor to get stuck.

According to the functional safety standard ISO 26262, in the conceptual stage of the functional safety of electronic and electrical systems, hazard analysis and risk assessment (HARA) is carried out for system failures and scenarios, and the Automotive Safety Integrity Level (ASIL) is assessed for hazardous events to define safety goals. However, scenario analysis and failure analysis of different products have their own characteristics, and the functional safety standard ISO 26262 cannot formulate a specific practical method to guide the scenario analysis of EPS products. According to the analysis method of the functional safety standard ISO 26262, scenario analysis needs to be combined as detailed as possible with the combination of scenario location, road conditions, driving operations, vehicle status and other conditions, and the hazards of failures in different scenarios are analyzed. The workload of such a completely forward deduction is very huge, and it is impossible to achieve full coverage of the scenarios.

Fig. 1 is a flow chart of an electric power steering control method according to an embodiment of the present disclosure. As shown in Fig. 1 , the method includes the following steps S11 to S15.

Step S11, obtaining the current input signal and current working mode of the electric power steering system.

The working modes of the electric power steering system can include sleep mode, power-on self-diagnosis mode, standby mode, normal power mode, reduced power mode, failure mode and power-off mode. These working modes are defined according to the vehicle working mode, EPS functional requirements and functional safety requirements.

Sleep mode means that the EPS system is in low power consumption to meet the low power consumption requirements of the entire vehicle.

The power-on self-diagnosis mode means that in accordance with the EPS functional safety design, in order to meet the latent failure measurement indicators, the diagnostic mechanism of safety components such as sensors, MCUs, pre-driver chips, power modules, etc. needs to perform self-inspection within one ignition cycle, providing 90% diagnostic coverage (see ISO 26262-2018: Part5 D.2.3.1), meeting the latent failure measurement indicators of ASIL D.

Standby mode means that the vehicle power is on, EPS is activated, but no power assistance is provided.

Normal power-assist mode means that the vehicle power is in OK gear, and the EPS system is in normal working condition and can provide 100% power assistance according to the power assistance demand.

The reduced-assist mode means that when the EPS system has a minor fault or needs protection, its performance is reduced or some functions are lost.

The failure mode refers to a serious malfunction in the EPS system, which cuts off the power assist function.

The power-off mode means that when the power-off conditions are met, the EPS system begins to delay shutting off the power assist and shuts down each functional module in the correct power-off sequence.

The current input signal may be a signal input to the electric power steering system by other components of the vehicle through a controller area network (CAN) bus or other lines.

In some embodiments, the electric power steering system is simplified into an IPO (Input-Process-Output) model, as shown in FIG2 , the IPO model includes input 1, processing 2 and output 3. Input 1 can be classified according to the type of input 1, that is, as shown in FIG2 , input 1 can include the following classified signals: power supply 4, digital analog signal 5, communication signal 6, environmental factor 7. These inputs are processed by processing 2, and the ultimate goal is to ensure that the electric power steering system can work normally and output 8 according to the design requirements. The whole vehicle works in different working modes or application scenarios, but for the EPS system, it can perceive the various input signals mentioned above. The power supply 4, digital analog signal 5, communication signal 6, environmental factor 7, etc. in FIG2 are refined and sorted, and the input signals are classified according to their value ranges based on their impact on the EPS function. For example, the input signals that affect the EPS function mainly include the engine ignition signal (i.e., IGN signal), the vehicle power supply signal (i.e., OK_indicator signal), the vehicle speed signal, and the EPS system's own fault signal. The engine ignition signal is a signal used to indicate whether the engine has been ignited. The vehicle power supply signal is a signal used to indicate the power supply status of the vehicle, for example, whether high voltage electricity has been supplied. The EPS system's own fault signal is a signal used to indicate whether there is a fault in the EPS system itself. Since the impact of environmental factor 7 on the EPS system is to cause the EPS system to work abnormally, the impact of environmental factor 7 can be classified into the EPS system's own fault signal. Table 1 shows a schematic table of the value ranges of the four input signals: engine ignition signal, vehicle power supply signal, vehicle speed signal, and EPS system's own fault signal. By classifying and refining the input signals of the EPS system, the abstract scenario analysis can be concretized into the analysis of the input signals of the EPS system, which greatly simplifies the workload.

Table 1

As shown in Table 1, the value range of the engine ignition signal may include low level, high level and floating; the value range of the vehicle power supply signal includes not ready (i.e. "not OK" in Table 1), ready (i.e. "OK" in Table 1), and invalid or lost; the value range of the vehicle speed signal includes less than the first vehicle speed, greater than or equal to the first vehicle speed, and invalid or lost; the value range of the EPS system's own fault signal includes no fault, minor fault and serious fault. The first vehicle speed is a safe vehicle speed, that is, a boundary speed that ensures that the vehicle or the driver will not be harmed in the event of a vehicle failure. For example, if the vehicle speed is greater than the first vehicle speed in the event of a vehicle failure, the execution of the controller at this time will cause harm to the vehicle or the driver. If the vehicle speed is less than the first vehicle speed in the event of a vehicle failure, the execution of the controller at this time will not cause harm to the vehicle or the driver. Here, the first vehicle speed can be a value set according to actual conditions, such as 3Km/h or other values.

Step S12, determining the input signal that plays a decisive role in mode conversion among the current input signals in the current working mode.

In some embodiments, the input signal that plays a decisive role in mode conversion in the current input signal under the current working mode may be determined according to a preset correspondence between the working mode and the input signal priority.

Input signal priority refers to the input signals that should be given priority in the various working modes mentioned above, that is, these prioritized input signals play a decisive role in the EPS mode switching. Other input signals other than the input signals that play a decisive role in the mode switching in the current input signals can be deleted, that is, those other input signals do not need to be considered, thus reducing the number of analyzed scenes and greatly reducing the workload.

In some embodiments, the preset correspondence between the working mode and the input signal priority may include:

(1) In sleep mode, the engine ignition signal is the input signal that determines the mode transition.

That is, if the current operation mode is the sleep mode, only the engine ignition signal may be considered without considering other input signals.

(2) In the power-on self-diagnosis mode, the engine ignition signal and the EPS system's own fault signal are the input signals that play a decisive role in the mode conversion, in descending order of priority.

That is, if the current working mode is the power-on self-diagnosis mode, the engine ignition signal will be considered first in the order of priority degradation, and then the EPS system's own fault signal will be considered.

(3) In standby mode, in descending order of priority, the EPS system fault signal, engine ignition signal, vehicle speed signal and vehicle power signal are the input signals that determine the mode transition.

That is, if the current working mode is the standby mode, the EPS system's own fault signal is considered first in the order of priority degradation, followed by the engine ignition signal, the vehicle speed signal, and the vehicle power signal.

(4) In the normal power-assist mode, in descending order of priority, the EPS system fault signal, engine ignition signal, vehicle speed signal and vehicle power signal are the input signals that play a decisive role in the mode conversion.

That is, if the current working mode is the normal power-assist mode, the EPS system's own fault signal is considered first in the order of priority degradation, followed by the engine ignition signal, the vehicle speed signal, and the vehicle power signal.

(5) In the reduced power assist mode, in descending order of priority, the engine ignition signal, EPS system fault signal, vehicle speed signal and vehicle power signal are the input signals that play a decisive role in the mode conversion.

That is, if the current working mode is the power-assistance reduction mode, the engine ignition signal is considered first in the order of priority reduction, followed by the EPS system's own fault signal, the vehicle speed signal, and the vehicle power supply signal.

(6) In the failure mode, the engine ignition signal is the input signal that plays a decisive role in the mode transition.

That is, if the current operating mode is the failure mode, only the engine ignition signal is considered.

(7) In the power-off mode, the engine ignition signal is the input signal that determines the mode conversion.

That is, if the current working mode is the power-off mode, only the engine ignition signal is considered.

Table 2 shows the priority definitions of various input signals in different working modes, where the priority gradually decreases as the number of “+” decreases.

Table 2

By considering the priority of each input signal in each working mode, the number of scenarios that need to be analyzed can be reduced. Taking the normal power-assist mode as an example, if the priority of the input signal is not considered, then, since each of the four input signals, the IGN signal, the OK_indicator signal, the vehicle speed signal, and the EPS system's own fault signal, has a value range of 3, then these four input signals will fully combine to form 81 scenarios, that is, As shown in Table 3. The scenarios combined in this way are very numerous and complex, which causes great difficulties in both system analysis and software implementation. Among them, A, B, C, and D in Table 3 correspond to the numbers A, B, C, and D in Table 1 respectively, the conditions in Table 3 correspond to the value range in Table 1, and 1, 2, and 3 in Table 3 correspond to 1, 2, and 3 in Table 1 respectively. By considering the priority of each input signal in each working mode, the input signals can be prioritized in each working mode. After the priority input signal plays a decisive role, the remaining input signals will be excluded, thus reducing the number of scenarios that need to be analyzed.

table 3

Step S13, determining the current mode conversion triggering condition based on the current value range of the input signal that plays a decisive role in the mode conversion.

In some embodiments, the mode conversion triggering condition may include a first mode conversion triggering condition to a thirteenth mode conversion triggering condition, wherein:

(1) The first mode conversion trigger condition refers to the value range of the engine ignition signal being a high level;

(2) The second mode switching trigger condition refers to the value range of the engine ignition signal being high level and the value range of the EPS system's own fault signal being no fault;

(3) The third mode transition trigger condition refers to one of the following:

The value range of the fault signal of the EPS system itself is no fault, the value range of the engine ignition signal is high level, and the value range of the vehicle speed signal is greater than or equal to the first vehicle speed;

The value range of the fault signal of the EPS system itself is no fault, the value range of the engine ignition signal is not a high level, and the value range of the vehicle speed signal is greater than or equal to the first vehicle speed;

The value range of the EPS system fault signal itself is no fault, the value range of the engine ignition signal is high level, the value range of the vehicle speed signal is not greater than or equal to the first vehicle speed, and the value range of the vehicle power signal is ready;

(4) The fourth mode transition trigger condition refers to the value range of the EPS system's own fault signal being a minor fault;

(5) The fifth mode transition trigger condition refers to one of the following:

The value range of the fault signal of the EPS system itself is no fault, the value range of the engine ignition signal is not a high level, and the value range of the vehicle speed signal is less than the first vehicle speed;

The value range of the EPS system's own fault signal is no fault, the value range of the engine ignition signal is not high level, the value range of the vehicle speed signal is invalid or lost, and the value range of the vehicle power signal is not ready;

(6) The sixth mode conversion trigger condition refers to waiting for a preset time length;

(7) The seventh mode transition trigger condition refers to the value range of the EPS system's own fault signal being a serious fault;

(8) The eighth mode conversion trigger condition refers to the value range of the engine ignition signal not being at a high level;

(9) The ninth mode conversion trigger condition refers to the value range of the EPS system fault signal itself being no fault, the value range of the engine ignition signal being high level, the value range of the vehicle speed signal being not invalid or lost, and the value range of the vehicle power signal being ready;

(10) The tenth mode switching trigger condition refers to one of the following:

The value range of the EPS system's own fault signal is a minor fault;

The value range of the EPS system's own fault signal is no fault, the value range of the engine ignition signal is not high level, the value range of the vehicle speed signal is invalid or lost, and the value range of the vehicle power signal is ready;

(11) The eleventh mode conversion trigger condition refers to that the value range of the EPS system fault signal is no fault, the value range of the engine ignition signal is high level, the value range of the vehicle speed signal is less than the first vehicle speed, and the value range of the vehicle power signal is not ready;

(12) The twelfth mode switching trigger condition refers to one of the following:

The value range of the EPS system's own fault signal is a minor fault;

The value range of the EPS system's own fault signal is no fault, the value range of the engine ignition signal is not high level, the value range of the vehicle speed signal is invalid or lost, and the value range of the vehicle power signal is ready;

The value range of the EPS system's own fault signal is no fault, the value range of the engine ignition signal is high level, and the value range of the vehicle speed signal is invalid or lost;

The value range of the EPS system fault signal itself is no fault, the value range of the engine ignition signal is high level, the value range of the vehicle speed signal is less than the first vehicle speed, and the value range of the vehicle power supply signal is invalid or lost;

(13) The thirteenth mode conversion trigger condition refers to the value range of the EPS system's own fault signal being no fault, the value range of the engine ignition signal being high level, the value range of the vehicle speed signal being not invalid or lost, and the value range of the vehicle power signal being invalid or lost.

Table 4 shows a schematic table of mode conversion trigger conditions, where TC01 refers to the first mode conversion trigger condition, TC02 refers to the second mode conversion trigger condition, and the other TC03 to TC13 are analogous; A1 refers to the value range of the IGN signal numbered A in Table 1 that takes 1, that is, A1 refers to "IGN signal is low level", and the other A2 to D3 are analogous.

Triggering conditions describe TC01 A2 TC02 A2&&D1 TC03 (D1&&A2&&C2)||(D1&&!A2&&C2)||(D1&&A2&&!C2&&B2) TC04 D2 TC05 (D1&&!A2&&C1)||(D1&&!A2&&C3&&!B2) TC06 Wait for a preset time TC07 D3 TC08 ! A2 TC09 D1&&A2&&! C3&&B2 TC10 D2||(D1&& ^! A2&&C3&&B2) TC11 D1&&A2&&C1&&B1 TC12 D2||(D1&&!A2&&C3&&B2)||(D1&&A2&&C3)||(D1&&A2&&C1&&B3) TC13 D1&&A2&&! C3&&B3

Table 4

Step S14, based on the preset correspondence between the source working mode, the mode conversion trigger condition, and the target working mode, determine the target working mode corresponding to the current working mode and the current mode conversion trigger condition.

In some embodiments, the preset correspondence between the source working mode, the mode conversion trigger condition, and the target working mode includes:

(1) When the source working mode is the sleep mode and the mode conversion trigger condition is the first mode conversion trigger condition, the corresponding target working mode is the power-on self-diagnosis mode;

(2) When the source working mode is the power-off mode and the mode conversion trigger condition is the sixth mode conversion trigger condition, the corresponding target working mode is the sleep mode;

(3) When the source operating mode is the power-on self-diagnosis mode and the mode conversion trigger condition is the eighth mode conversion trigger condition, the corresponding target operating mode is the power-off mode;

(4) When the source operating mode is the power-on self-diagnosis mode and the mode conversion trigger condition is the second mode conversion trigger condition, the corresponding target operating mode is the standby mode;

(5) When the source working mode is the power-off mode and the mode conversion trigger condition is the first mode conversion trigger condition, the corresponding target working mode is the standby mode;

(6) When the source working mode is the standby mode and the mode conversion trigger condition is the fifth mode conversion trigger condition, the corresponding target working mode is the power-off mode;

(7) When the source working mode is the standby mode and the mode conversion trigger condition is the third mode conversion trigger condition, the corresponding target working mode is the normal power-assisting mode;

(8) When the source working mode is the normal power-assisting mode and the mode conversion trigger condition is the eleventh mode conversion trigger condition, the corresponding target working mode is the standby mode;

(9) When the source working mode is the standby mode and the mode conversion trigger condition is the seventh mode conversion trigger condition, the corresponding target working mode is the failure mode;

(10) When the source working mode is the standby mode and the mode conversion trigger condition is the tenth mode conversion trigger condition, the corresponding target working mode is the power assist reduction mode;

(11) When the source working mode is the power-down mode and the mode conversion trigger condition is the thirteenth mode conversion trigger condition, the corresponding target working mode is the standby mode;

(12) When the source working mode is the reduced power-assistance mode and the mode conversion trigger condition is the ninth mode conversion trigger condition, the corresponding target working mode is the normal power-assistance mode;

(13) When the source working mode is the normal power-assist mode and the mode conversion trigger condition is the twelfth mode conversion trigger condition, the corresponding target working mode is the power-assist reduction mode;

(14) When the source working mode is the normal power-assisting mode and the mode conversion trigger condition is the seventh mode conversion trigger condition, the corresponding target working mode is the failure mode;

(15) When the source working mode is the power-reducing mode and the mode conversion trigger condition is the seventh mode conversion trigger condition, the corresponding target working mode is the failure mode;

(16) When the source working mode is the failure mode and the mode conversion trigger condition is the eighth mode conversion trigger condition, the corresponding target working mode is the power-off mode;

(17) When the source operating mode is the power-on self-diagnosis mode and the mode conversion trigger condition is the seventh mode conversion trigger condition, the corresponding target operating mode is the failure mode;

(18) When the source working mode is the power-down mode and the mode conversion trigger condition is the fifth mode conversion trigger condition, the corresponding target working mode is the power-down mode;

(19) When the source working mode is the normal power-assisting mode and the mode conversion trigger condition is the fifth mode conversion trigger condition, the corresponding target working mode is the power-off mode;

(20) When the source operating mode is the power-on self-diagnosis mode and the mode conversion trigger condition is the fourth mode conversion trigger condition, the corresponding target operating mode is the power assistance reduction mode.

By using the preset correspondence between these source working modes, mode conversion trigger conditions, and target working modes, when the current working mode (i.e., source working mode) and the current mode conversion trigger conditions are known, the target working mode can be known. FIG3 shows a schematic diagram of a mode conversion state machine according to an embodiment of the present disclosure.

Step S15, switching the working mode of the electric power steering system from the current working mode to the determined target working mode.

By adopting the above technical solution, since it is possible to determine the input signal that plays a decisive role in the mode conversion in the current input signal under the current working mode, and determine the current mode conversion trigger condition based on the current value range of the input signal that plays a decisive role in the mode conversion, and determine the target working mode corresponding to the current working mode and the current mode conversion trigger condition based on the preset correspondence between the source working mode, the mode conversion trigger condition, and the target working mode, it is possible to traverse all input signals that play a decisive role in the mode conversion, and systematically solve the problem of scene omission and condition omission, so that no matter how many scene factors are added, the EPS system operates within the scope of the system design, and no unexpected scenes will occur, thereby improving the safety of the EPS. In addition, the present disclosure can also be extended to other products with higher safety requirements.

FIG4 shows a schematic diagram of a mode switching process when the current working mode is the sleep mode according to an embodiment of the present disclosure. As shown in FIG4 , when the current working mode is the sleep mode, if the IGN signal is at a high level, the EPS system switches from the sleep mode to the power-on self-diagnosis mode; if the IGN signal is not at a high level, that is, if the IGN signal is at a low level, or is suspended, the EPS system remains in the sleep mode.

FIG5 shows a schematic diagram of the mode switching process when the current working mode is the power-on self-diagnosis mode according to an embodiment of the present disclosure. As shown in FIG5 , when the current working mode is the power-on self-diagnosis mode, the IGN signal will be considered first according to the input signal priority. If the IGN signal is at a high level, the EPS system's own fault signal will be considered next. If the EPS system's own fault signal is no fault, it will switch from the power-on self-diagnosis mode to the standby mode. If the EPS system's own fault signal is a minor fault, it will switch from the power-on self-diagnosis mode to the power-assisted reduction mode. If the EPS system's own fault signal is a serious fault, it will switch from the power-on self-diagnosis mode to the failure mode. In addition, if the IGN signal is not at a high level, that is, it is at a low level or is suspended, it will switch from the power-on self-diagnosis mode to the power-off mode.

FIG6 is a schematic diagram showing a mode switching process when the current working mode is the standby mode according to an embodiment of the present disclosure.

As shown in FIG6 , when the current working mode is the standby mode, according to the input signal priority, the EPS system's own fault signal is considered first.

If the EPS system fault signal is no fault, the IGN signal is considered next. If the EPS system fault signal is a minor fault, the standby mode is switched to the power reduction mode. If the EPS system fault signal is a serious fault, the standby mode is switched to the failure mode.

When the IGN signal is considered, if the IGN signal is at a high level, the vehicle speed signal is considered next. If the vehicle speed signal indicates that the vehicle speed is not greater than or equal to the first vehicle speed (in FIG. 6 , the first vehicle speed is illustrated as 3 km/h as an example), that is, the vehicle speed signal indicates that the vehicle speed is less than the first vehicle speed or the vehicle speed is invalid or lost, then the OK_indicator signal is considered next. If the vehicle speed signal indicates that the vehicle speed is greater than or equal to the first vehicle speed, the standby mode is switched to the normal power-assisting mode. When the OK_indicator signal is still considered, if the OK_indicator signal is ready, the standby mode is switched to the normal power-assisting mode. If the OK_indicator signal is not ready, that is, it is not ready or is invalid or lost, the standby mode is maintained.

When the IGN signal is considered, if the IGN signal is not at a high level, that is, at a low level or invalid or lost, the vehicle speed signal is considered next. If the vehicle speed signal indicates that the vehicle speed is greater than or equal to the first vehicle speed, the standby mode is switched to the normal power-assist mode; if the vehicle speed signal indicates that the vehicle speed is less than the first vehicle speed, the standby mode is switched to the power-off mode; if the vehicle speed signal is invalid and then lost, the OK_indicator signal is considered again; if the OK_indicator signal indicates that it is ready, the standby mode is switched to the power-off mode; if the OK_indicator signal is not ready, that is, it is not ready or invalid or lost, the standby mode is switched to the power-off mode.

FIG. 7 is a schematic diagram showing a mode switching process when the current working mode is the normal power-assisting mode according to an embodiment of the present disclosure.

As shown in FIG. 7 , when the current working mode is the normal power-assisting mode, the EPS system's own fault signal is considered first according to the priority of the input signal.

If the EPS system's own fault signal is no fault, the IGN signal is considered next. If the system's own fault is a minor fault, the power-assist mode is switched from normal to reduced power-assist mode. If the EPS system's own fault signal is a serious fault, the power-assist mode is switched from normal to failure mode.

When considering the IGN signal, if the IGN signal is at a high level, the vehicle speed signal is considered next. If the vehicle speed signal shows that the vehicle speed is greater than or equal to the first vehicle speed (in Figure 7, the first vehicle speed is 3Km/h as an example), the normal power-assist mode is maintained. If the vehicle speed signal is invalid or lost, the normal power-assist mode is switched to the reduced power-assist mode. If the vehicle speed signal is less than the first vehicle speed, the OK_indicator signal is considered next. If the OK_indicator signal is ready, the normal power-assist mode is maintained. If the OK_indicator signal is not ready, the normal power-assist mode is switched to the standby mode. If the OK_indicator signal is invalid or lost, the normal power-assist mode is switched to the reduced power-assist mode.

When the IGN signal is considered, if the IGN signal is not at a high level, that is, at a low level or suspended, the vehicle speed signal is considered next. If the vehicle speed signal is greater than or equal to the first vehicle speed, the normal power-assist mode is maintained; if the vehicle speed signal is less than the first vehicle speed, the normal power-assist mode is switched to the power-off mode; if the vehicle speed signal is invalid or lost, the OK_indicator signal is considered next; if the OK_indicator signal is ready, the normal power-assist mode is switched to the power-off mode; if the OK_indicator signal is not ready, that is, not ready or lost or invalid, the normal power-assist mode is switched to the power-off mode.

FIG8 is a schematic diagram showing a mode switching process when the current working mode is the power-reducing mode according to an embodiment of the present disclosure.

As shown in FIG8 , when the current working mode is the assist reduction mode, the IGN signal is considered first according to the priority of the input signals.

If the IGN signal is not at a high level, that is, at a low level or suspended, the vehicle speed signal is considered next. If the vehicle speed signal is less than the first vehicle speed, the power-down mode is switched to the power-down mode. If the vehicle speed signal is not less than the first vehicle speed, that is, greater than or equal to the first vehicle speed or is invalid or lost, the power-down mode is maintained.

When the IGN signal is considered, if the IGN signal is high, the EPS system fault signal is considered next. If the EPS system fault signal indicates that the EPS system is seriously faulty, the power-reducing mode is switched to the failure mode. If the EPS system fault signal indicates that the EPS system is slightly faulty, the power-reducing mode is maintained. If the EPS system fault signal indicates that the EPS system is not faulty, the vehicle speed signal needs to be considered.

While continuing to consider the vehicle speed signal, if the vehicle speed signal is invalid or lost, the power-reduction mode is maintained; if the vehicle speed signal is not invalid or lost, that is, it is less than the first vehicle speed or greater than or equal to the first vehicle speed, this indicates that the vehicle speed is valid, and the OK_indicator signal needs to continue to be considered.

In the case where the OK_indicator signal needs to continue to be considered, if the OK_indicator signal is ready, the assist mode is switched to the normal assist mode; if the OK_indicator signal is not ready, the assist mode is switched to the standby mode; if the OK_indicator signal is invalid or lost, the assist mode is maintained.

Fig. 9 shows a schematic diagram of a mode switching process when the current working mode is a failure mode according to an embodiment of the present disclosure. As shown in Fig. 9, when the current working mode is a failure mode, only the IGN signal needs to be considered. If the IGN signal is at a high level, the failure mode is maintained. If the IGN signal is not at a high level, that is, at a low level or is suspended, the failure mode is switched to the power-off mode.

FIG10 is a schematic diagram of a mode switching process when the current working mode is the power-off mode according to an embodiment of the present disclosure. When the current working mode is the power-off mode, only the IGN signal needs to be considered. If the IGN signal is at a high level, the power-off mode is switched to the standby mode. If the IGN signal is not at a high level, that is, it is at a low level or is suspended, then in this case, the power-off mode is switched to the sleep mode after waiting for a preset time (e.g., 30 seconds).

According to another embodiment of the present disclosure, a non-transitory computer-readable storage medium is provided, on which a computer program is stored, and when the program is executed by a processor, the steps of any of the above methods are implemented.

According to another embodiment of the present disclosure, there is provided an electronic device, including: a memory on which a computer program is stored; and a processor, configured to execute the computer program in the memory to implement the steps of any one of the above methods.

According to yet another embodiment of the present disclosure, a vehicle is provided, including the electronic device according to the embodiment of the present disclosure.

FIG11 is a block diagram of an electronic device 700 according to an exemplary embodiment. As shown in FIG11 , the electronic device 700 may include: a processor 701, a memory 702. The electronic device 700 may also include one or more of a multimedia component 703, an input/output (I/O) interface 704, and a communication component 705.

The processor 701 is used to control the overall operation of the electronic device 700 to complete all or part of the steps in the above-mentioned electric power steering control method. The memory 702 is used to store various types of data to support the operation of the electronic device 700, which may include instructions for any application or method used to operate on the electronic device 700, as well as application-related data, such as contact data, messages sent and received, pictures, audio, video, etc. The memory 702 can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (Static Random Access Memory, referred to as SRAM), electrically erasable programmable read-only memory (Electrically Erasable Programmable Read-Only Memory, referred to as EEPROM), erasable programmable read-only memory (Erasable Programmable Read-Only Memory, referred to as EPROM), programmable read-only memory (Programmable Read-Only Memory, referred to as PROM), read-only memory (Read-Only Memory, referred to as ROM), magnetic memory, flash memory, disk or optical disk. The multimedia component 703 may include a screen and an audio component. The screen may be, for example, a touch screen, and the audio component is used to output and/or input audio signals. For example, the audio component may include a microphone for receiving external audio signals. The received audio signal may be further stored in the memory 702 or sent through the communication component 705. The audio component also includes at least one speaker for outputting audio signals. The I/O interface 704 provides an interface between the processor 701 and other interface modules, and the other interface modules may be keyboards, mice, buttons, etc. These buttons may be virtual buttons or physical buttons. The communication component 705 is used for wired or wireless communication between the electronic device 700 and other devices. Wireless communication, such as Wi-Fi, Bluetooth, Near Field Communication (NFC), 2G, 3G, 4G, NB-IOT, eMTC, or other 5G, etc., or a combination of one or more of them, is not limited here. Therefore, the corresponding communication component 705 may include: Wi-Fi module, Bluetooth module, NFC module, etc.

In an exemplary embodiment, the electronic device 700 can be implemented by one or more application specific integrated circuits (ASIC), digital signal processors (DSP), digital signal processing devices (DSPD), programmable logic devices (PLD), field programmable gate arrays (FPGA), controllers, microcontrollers, microprocessors or other electronic components to execute the above-mentioned electric power steering control method.

In another exemplary embodiment, a computer-readable storage medium including program instructions is also provided, and when the program instructions are executed by a processor, the steps of the above-mentioned electric power steering control method are implemented. For example, the computer-readable storage medium can be the above-mentioned memory 702 including program instructions, and the above-mentioned program instructions can be executed by the processor 701 of the electronic device 700 to complete the above-mentioned electric power steering control method.

In another exemplary embodiment, a computer program product is also provided. The computer program product includes a computer program executable by a programmable device. The computer program has a code portion for executing the above-mentioned electric power steering control method when executed by the programmable device.

The preferred embodiments of the present disclosure are described in detail above in conjunction with the accompanying drawings; however, the present disclosure is not limited to the specific details in the above embodiments. Within the technical concept of the present disclosure, a variety of simple modifications can be made to the technical solution of the present disclosure, and these simple modifications all fall within the protection scope of the present disclosure.

It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, the present disclosure will not further describe various possible combinations.

In addition, various embodiments of the present disclosure may be arbitrarily combined, and as long as they do not violate the concept of the present disclosure, they should also be regarded as the contents disclosed by the present disclosure.

Claims (10)

1. An electric power steering control method, characterized by comprising: Get the current input signal and current working mode of the electric power steering system; Determine an input signal among the current input signals in the current working mode that plays a decisive role in mode conversion; Determining a current mode conversion triggering condition based on the current value range of the input signal that plays a decisive role in the mode conversion; Based on a preset correspondence between a source working mode, a mode conversion trigger condition, and a target working mode, determining a target working mode corresponding to the current working mode and the current mode conversion trigger condition; The operating mode of the electric power steering system is switched from the current operating mode to the determined target operating mode. 2. The method according to claim 1, characterized in that the step of determining the input signal that plays a decisive role in the mode conversion in the current input signal in the current working mode comprises: According to the preset corresponding relationship between the working mode and the input signal priority, the input signal that plays a decisive role in the mode conversion in the current input signal under the current working mode is determined. 3. The method according to claim 2, characterized in that The working modes of the electric power steering system include a sleep mode, a power-on self-diagnosis mode, a standby mode, a normal power-assist mode, a reduced power-assist mode, a failure mode and a power-off mode; The input signals of the electric power steering system include engine ignition signal, vehicle power signal, vehicle speed signal and EPS system fault signal; The preset correspondence between the working mode and the input signal priority includes: In the dormant mode, the engine ignition signal is the input signal that determines the mode switching; In the power-on self-diagnosis mode, in descending order of priority, the engine ignition signal, the EPS system fault signal and the vehicle power signal are the input signals that play a decisive role in the mode conversion; In the standby mode, in descending order of priority, the EPS system fault signal, the engine ignition signal, the vehicle speed signal and the vehicle power signal are the input signals that determine the mode switching; In the normal power-assist mode, in descending order of priority, the EPS system fault signal, the engine ignition signal, the vehicle speed signal and the vehicle power signal are the input signals that play a decisive role in the mode conversion; In the power-down mode, in descending order of priority, the engine ignition signal, the EPS system fault signal and the vehicle speed signal are the input signals that determine the mode conversion; In the failure mode, the engine ignition signal is the input signal that determines the mode conversion; In the power-down mode, the engine ignition signal is the input signal that determines the mode transition. 4. The method according to claim 3, characterized in that The value range of the engine ignition signal includes low level, high level and floating; The value range of the vehicle power signal includes not ready, ready, invalid or lost; The value range of the vehicle speed signal includes less than a first vehicle speed, greater than or equal to the first vehicle speed, and invalid or lost, wherein the first vehicle speed is a boundary speed to ensure that no harm is caused to the entire vehicle or the driver in the event of a vehicle failure; The value range of the EPS system's own fault signal includes no fault, slight fault and severe fault. 5. The method according to claim 4, characterized in that the mode conversion triggering condition comprises a first mode conversion triggering condition to a thirteenth mode conversion triggering condition, wherein: The first mode conversion trigger condition refers to the value range of the engine ignition signal being a high level; The second mode conversion trigger condition refers to that the value range of the engine ignition signal is high level and the value range of the EPS system fault signal itself is no fault; The third mode conversion trigger condition refers to one of the following: The value range of the EPS system fault signal is no fault, the value range of the engine ignition signal is high level, and the value range of the vehicle speed signal is greater than or equal to the first vehicle speed; The value range of the EPS system fault signal is no fault, the value range of the engine ignition signal is not a high level, and the value range of the vehicle speed signal is greater than or equal to the first vehicle speed; The value range of the EPS system fault signal is no fault, the value range of the engine ignition signal is high level, the value range of the vehicle speed signal is not greater than or equal to the first vehicle speed, and the value range of the vehicle power signal is ready; The fourth mode conversion trigger condition refers to the value range of the EPS system's own fault signal being a minor fault; The fifth mode conversion trigger condition refers to one of the following: The value range of the EPS system fault signal is no fault, the value range of the engine ignition signal is not a high level, and the value range of the vehicle speed signal is less than the first vehicle speed; The value range of the EPS system fault signal is no fault, the value range of the engine ignition signal is not a high level, the value range of the vehicle speed signal is invalid or lost, and the value range of the vehicle power signal is not ready; The sixth mode conversion trigger condition refers to waiting for a preset time length; The seventh mode conversion trigger condition refers to the value range of the EPS system's own fault signal being a serious fault; The eighth mode conversion trigger condition refers to that the value range of the engine ignition signal is not a high level; The ninth mode conversion trigger condition refers to that the value range of the EPS system fault signal is no fault, the value range of the engine ignition signal is high level, the value range of the vehicle speed signal is not invalid or lost, and the value range of the vehicle power signal is ready; The tenth mode conversion trigger condition refers to one of the following: The value range of the EPS system's own fault signal is a minor fault; The value range of the EPS system fault signal is no fault, the value range of the engine ignition signal is not a high level, the value range of the vehicle speed signal is invalid or lost, and the value range of the vehicle power signal is ready; The eleventh mode conversion trigger condition refers to that the value range of the EPS system fault signal is no fault, the value range of the engine ignition signal is high level, the value range of the vehicle speed signal is less than the first vehicle speed, and the value range of the vehicle power signal is not ready; The twelfth mode conversion triggering condition refers to one of the following: The value range of the EPS system's own fault signal is a minor fault; The value range of the EPS system fault signal is no fault, the value range of the engine ignition signal is not a high level, the value range of the vehicle speed signal is invalid or lost, and the value range of the vehicle power signal is ready; The value range of the EPS system fault signal itself is no fault, the value range of the engine ignition signal is high level, and the value range of the vehicle speed signal is invalid or lost; The value range of the EPS system fault signal is no fault, the value range of the engine ignition signal is high level, the value range of the vehicle speed signal is less than the first vehicle speed, and the value range of the vehicle power supply signal is invalid or lost; The thirteenth mode conversion trigger condition refers to that the value range of the EPS system's own fault signal is no fault, the value range of the engine ignition signal is high level, the value range of the vehicle speed signal is not invalid or lost, and the value range of the vehicle power signal is invalid or lost. 6. The method according to claim 5, characterized in that the preset correspondence between the source working mode, the mode conversion trigger condition, and the target working mode comprises: When the source operating mode is the sleep mode and the mode conversion trigger condition is the first mode conversion trigger condition, the corresponding target operating mode is the power-on self-diagnosis mode; When the source operating mode is the power-off mode and the mode conversion trigger condition is the sixth mode conversion trigger condition, the corresponding target operating mode is the sleep mode; When the source operating mode is the power-on self-diagnosis mode and the mode conversion trigger condition is the eighth mode conversion trigger condition, the corresponding target operating mode is the power-off mode; When the source operating mode is the power-on self-diagnosis mode and the mode conversion trigger condition is the second mode conversion trigger condition, the corresponding target operating mode is the standby mode; When the source operating mode is the power-off mode and the mode conversion trigger condition is the first mode conversion trigger condition, the corresponding target operating mode is the standby mode; When the source operating mode is the standby mode and the mode conversion trigger condition is the fifth mode conversion trigger condition, the corresponding target operating mode is the power-off mode; When the source working mode is the standby mode and the mode conversion trigger condition is the third mode conversion trigger condition, the corresponding target working mode is the normal power-assisting mode; When the source working mode is the normal power-assisting mode and the mode conversion trigger condition is the eleventh mode conversion trigger condition, the corresponding target working mode is the standby mode; When the source operating mode is the standby mode and the mode conversion trigger condition is the seventh mode conversion trigger condition, the corresponding target operating mode is the failure mode; When the source operating mode is the standby mode and the mode conversion trigger condition is the tenth mode conversion trigger condition, the corresponding target operating mode is the power reduction mode; When the source operating mode is the power-assisted reduction mode and the mode conversion trigger condition is the thirteenth mode conversion trigger condition, the corresponding target operating mode is the standby mode; When the source working mode is the power-assisted reduction mode and the mode conversion trigger condition is the ninth mode conversion trigger condition, the corresponding target working mode is the normal power-assisted mode; When the source working mode is the normal power-assisting mode and the mode conversion trigger condition is the twelfth mode conversion trigger condition, the corresponding target working mode is the power-assisting reduction mode; When the source working mode is the normal power-assisting mode and the mode conversion trigger condition is the seventh mode conversion trigger condition, the corresponding target working mode is the failure mode; When the source operating mode is the power reduction mode and the mode conversion trigger condition is the seventh mode conversion trigger condition, the corresponding target operating mode is the failure mode; When the source operating mode is the failure mode and the mode conversion trigger condition is the eighth mode conversion trigger condition, the corresponding target operating mode is the power-off mode; When the source operating mode is the power-on self-diagnosis mode and the mode conversion trigger condition is the seventh mode conversion trigger condition, the corresponding target operating mode is the failure mode; When the source operating mode is the power reduction mode and the mode conversion trigger condition is the fifth mode conversion trigger condition, the corresponding target operating mode is the power-down mode; When the source working mode is the normal power-assisting mode and the mode conversion trigger condition is the fifth mode conversion trigger condition, the corresponding target working mode is the power-off mode; When the source operating mode is the power-on self-diagnosis mode and the mode conversion trigger condition is the fourth mode conversion trigger condition, the corresponding target operating mode is the power-assisted reduction mode. 7. The method according to any one of claims 1 to 6, characterized in that the method further comprises: The other input signals in the current input signal except the input signal that plays a decisive role in the mode conversion are deleted. 8. A non-transitory computer-readable storage medium having a computer program stored thereon, wherein when the program is executed by a processor, the steps of the method according to any one of claims 1 to 7 are implemented. 9. An electronic device, comprising: a memory having a computer program stored thereon; A processor, configured to execute the computer program in the memory to implement the steps of the method according to any one of claims 1 to 7. 10 . A vehicle, comprising the electronic device according to claim 9 .