CN117985099A

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

Info

Publication number: CN117985099A
Application number: CN202211352184.9A
Authority: CN
Inventors: 孙道鑫; 杨新建
Original assignee: BYD Co Ltd
Current assignee: BYD Co Ltd
Priority date: 2022-10-31
Filing date: 2022-10-31
Publication date: 2024-05-07

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

In the related art, an electric power steering operation of an electric power steering (Electric Power Steering, EPS) system fails to cover all real vehicle scenes and some system conditions with a small probability in full, reducing the safety of the electric power steering.

Disclosure of Invention

The invention aims to provide an electric power steering control method, medium, electronic equipment and vehicle, which can cover unknown scenes and improve the safety of electric power steering.

In order to achieve the above object, the present disclosure provides an electric power steering control method including: acquiring a current input signal and a current working mode of an electric power steering system; determining an input signal that is responsible for mode conversion in the current input signal in the current operating mode; determining a current mode conversion triggering condition based on the current value range of the input signal which plays a role in mode conversion; 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.

Optionally, the determining an input signal that is responsible for mode conversion in the current input signal in the current operation mode includes: and determining an input signal which plays a role in deciding the mode conversion in the current input signal in the current working mode according to the preset corresponding relation between the working mode and the input signal priority.

Optionally, the working modes of the electric power steering system comprise a sleep mode, a power-on self-diagnosis mode, a standby mode, a normal power-up mode, a power-down mode, a failure mode and a power-down mode;

the input signals of the electric power steering system comprise an engine ignition signal, a whole vehicle power supply signal, a vehicle speed signal and an EPS system self fault signal;

The preset corresponding relation between the working mode and the input signal priority comprises the following steps:

In the sleep mode, the engine ignition signal is the input signal that is determinative of the mode transition;

In the power-on self-diagnosis mode, according to the descending order of priority, the engine ignition signal, the EPS system self-fault signal and the whole vehicle power supply signal are input signals which play a role in determining the mode conversion;

In the standby mode, according to the descending order of priority, the fault signal of the EPS system, the engine ignition signal, the vehicle speed signal and the whole vehicle power supply signal are input signals which play a role in determining the mode conversion;

In the normal power-assisted mode, according to the descending order of priority, the fault signal of the EPS system, the engine ignition signal, the vehicle speed signal and the whole vehicle power supply signal are input signals which play a role in determining the mode conversion;

In the power-down mode, according to the descending order of priority, the engine ignition signal, the EPS system self fault signal and the vehicle speed signal are input signals which play a role in determining the mode conversion;

In the failure mode, the engine ignition signal is the input signal that is determinative of the mode transition;

in the power-down mode, the engine ignition signal is the input signal that is determinative of the mode transition.

Optionally, the range of the engine ignition signal includes a low level, a high level and a floating; the value range of the whole vehicle power supply signal comprises unprepared, prepared and invalid or lost; the value range of the vehicle speed signal comprises a first vehicle speed, a second vehicle speed and a third vehicle speed, wherein the first vehicle speed is smaller than the first vehicle speed, larger than or equal to the first vehicle speed and invalid or lost, and the first vehicle speed is a demarcation vehicle speed which ensures that the whole vehicle or a driver cannot be damaged under the condition of a fault of the vehicle; the value range of the fault signal of the EPS system comprises no fault, slight fault and serious fault.

Optionally, the mode transition trigger condition includes a first mode transition trigger condition to a thirteenth mode transition trigger condition, wherein:

The first mode switching triggering condition refers to that the value range of the engine ignition signal is high level;

The second mode switching triggering condition means that the value range of the engine ignition signal is high level and the value range of the fault signal of the EPS system is fault-free;

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

The value range of the fault signal of the EPS system is fault-free, 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 is fault-free, the value range of the engine ignition signal is not 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 is fault-free, 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 whole vehicle power supply signal is ready;

the fourth mode switching triggering condition refers to that the value range of the fault signal of the EPS system is a slight fault;

the fifth mode transition trigger condition refers to one of the following:

The value range of the fault signal of the EPS system is fault-free, the value range of the engine ignition signal is not high level, and the value range of the vehicle speed signal is smaller than the first vehicle speed;

The value range of the fault signal of the EPS system is fault-free, 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 whole vehicle power supply signal is not ready;

the sixth mode switching triggering condition refers to waiting for a preset time period;

The seventh mode switching triggering condition refers to that the value range of the fault signal of the EPS system is a serious fault;

The eighth mode switching triggering condition means that the value range of the engine ignition signal is not high level;

The ninth mode switching triggering condition refers to that the value range of the fault signal of the EPS system is fault-free, 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 whole vehicle power supply signal is ready;

the tenth mode transition trigger condition refers to one of the following:

the value range of the fault signal of the EPS system is a slight fault;

the value range of the fault signal of the EPS system is fault-free, 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 whole vehicle power supply signal is ready;

The eleventh mode conversion triggering condition refers to that the value range of the fault signal of the EPS system is fault-free, the value range of the engine ignition signal is high level, the value range of the vehicle speed signal is smaller than the first vehicle speed, and the value range of the vehicle power supply signal is not ready;

the twelfth mode transition trigger condition refers to one of the following:

the value range of the fault signal of the EPS system is a slight fault;

the value range of the fault signal of the EPS system is fault-free, 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 fault signal of the EPS system is fault-free, the value range of the engine ignition signal is high level, the value range of the vehicle speed signal is smaller than the first vehicle speed, and the value range of the whole vehicle power supply signal is invalid or lost;

the thirteenth mode switching triggering condition refers to that the value range of the fault signal of the EPS system is fault-free, 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 whole vehicle power supply signal is invalid or lost.

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

when the source working mode is the sleep mode and the mode conversion triggering condition is the first mode conversion triggering condition, the corresponding target working mode is the power-on self-diagnosis mode;

When the source working mode is the power-down mode and the mode conversion triggering condition is the sixth mode conversion triggering condition, the corresponding target working mode is the sleep mode;

when the source working mode is the power-on self-diagnosis mode and the mode conversion triggering condition is the eighth mode conversion triggering condition, the corresponding target working mode is the power-off mode;

when the source working mode is the power-on self-diagnosis mode and the mode conversion triggering condition is the second mode conversion triggering condition, the corresponding target working mode is the standby mode;

when the source working mode is the power-down mode and the mode conversion triggering condition is the first mode conversion triggering condition, the corresponding target working mode is the standby mode;

When the source working mode is the standby mode and the mode conversion triggering condition is the fifth mode conversion triggering condition, the corresponding target working mode is the power-down mode;

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

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

when the source working mode is the standby mode and the mode conversion triggering condition is the seventh mode conversion triggering condition, the corresponding target working mode is the failure mode;

When the source working mode is the standby mode and the mode conversion triggering condition is the tenth mode conversion triggering condition, the corresponding target working mode is the power-down mode;

When the source working mode is the power-down mode and the mode conversion triggering condition is the thirteenth mode conversion triggering condition, the corresponding target working mode is the standby mode;

When the source working mode is the power-down mode and the mode conversion triggering condition is the ninth mode conversion triggering condition, the corresponding target working mode is the normal power-up mode;

When the source working mode is the normal power-assisted mode and the mode conversion triggering condition is the twelfth mode conversion triggering condition, the corresponding target working mode is the power-down mode;

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

when the source working mode is the power-down mode and the mode conversion triggering condition is the seventh mode conversion triggering condition, the corresponding target working mode is the failure mode;

When the source working mode is the failure mode and the mode conversion triggering condition is the eighth mode conversion triggering condition, the corresponding target working mode is the power-down mode;

when the source working mode is the power-on self-diagnosis mode and the mode conversion triggering condition is the seventh mode conversion triggering condition, the corresponding target working mode is the failure mode;

When the source working mode is the power-down mode and the mode conversion triggering condition is the fifth mode conversion triggering condition, the corresponding target working mode is the power-down mode;

When the source working mode is the normal power-assisted mode and the mode conversion triggering condition is the fifth mode conversion triggering condition, the corresponding target working mode is the power-down mode;

And under the condition that the source working mode is the power-on self-diagnosis mode and the mode conversion triggering condition is the fourth mode conversion triggering condition, the corresponding target working mode is the power-down mode.

Optionally, the method further comprises: and deleting other input signals except the input signals which play a role in the mode conversion in the current input signals.

According to yet another aspect of the present disclosure, there is provided a non-transitory computer readable storage medium having stored thereon a computer program which, when executed by a processor, implements the steps of the method of any of the present disclosure.

According to still another aspect of the present disclosure, there is provided an electronic apparatus including: a memory having a computer program stored thereon; a processor for executing the computer program in the memory to implement the steps of the method of any of the present disclosure.

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

By adopting the technical scheme, the input signal which plays a role in deciding the mode conversion in the current input signal in the current working mode can be determined, the current mode conversion triggering condition is determined based on the current value range of the input signal which plays a role in deciding the mode conversion, and the target working mode corresponding to the current working mode and the current mode conversion triggering condition is determined based on the preset corresponding relation among the source working mode, the mode conversion triggering condition and the target working mode, so that all the input signals which play a role in deciding the mode conversion can be traversed, the problems of scene omission and condition omission are systematically solved, the EPS system works within the range of system design no matter how many scene factors are added, unexpected scenes cannot appear, and the EPS safety is improved. In addition, the present disclosure is also applicable to other products with high safety requirements.

Additional features and advantages of the present disclosure will be set forth in the detailed description which follows.

Drawings

The accompanying drawings are included to provide a further understanding of the disclosure, and are incorporated in and constitute a part of this specification, illustrate the disclosure and together with the description serve to explain, but do not limit the disclosure. In the drawings:

Fig. 1 is a flowchart of an electric power steering control method according to one embodiment of the present disclosure.

Fig. 2 is a schematic frame diagram of an electric power steering system according to one embodiment of the present disclosure.

Fig. 3 shows a schematic diagram of a mode transition state machine according to one embodiment of the present disclosure.

Fig. 4 shows a mode switching flowchart in the case where the current operation mode is the sleep mode according to an embodiment of the present disclosure.

Fig. 5 shows a mode switching flowchart in the case where the current operation mode is the power-on self-diagnosis mode according to an embodiment of the present disclosure.

Fig. 6 shows a mode switching flowchart in the case where the current operation mode is the standby mode according to an embodiment of the present disclosure.

Fig. 7 shows a mode switching flowchart in the case where the current operation mode is the normal assist mode according to the embodiment of the present disclosure.

Fig. 8 shows a mode switching flowchart in the case where the current operation mode is the power-down mode according to the embodiment of the present disclosure.

Fig. 9 shows a mode switching flowchart in the case where the current operation mode is the failure mode according to the embodiment of the present disclosure.

Fig. 10 shows a mode switching flowchart in the case where the current operation mode is the power-down mode according to an embodiment of the present disclosure.

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

Detailed Description

Specific embodiments of the present disclosure are described in detail below with reference to the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating and illustrating the disclosure, are not intended to limit the disclosure.

It should be noted that, all actions for acquiring signals, information or data in the present disclosure are performed under the condition of conforming to the corresponding data protection rule policy of the country of the location and obtaining the authorization given by the owner of the corresponding device.

The system mode of the EPS is classified based on the running states defined by the whole vehicle working mode and the self working mode of the EPS system. The working modes of the EPS system in different scenes can be clearly defined through the definition of the system mode, and common interfaces can be conveniently defined among the whole vehicle running mode, the system working mode and the software running mode.

In the related art, there are generally two modes defined by EPS.

The first EPS system mode is defined as follows:

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

Protection mode: in this mode, a power-limited operation is performed.

Limp mode: in the mode, power-limited operation is performed, and a fault signal is sent out to drive the instrument to light a fault indicator lamp.

Failure mode: in the mode, the ECU stops boosting and sends out a fault signal to drive the instrument to light the fault indicator lamp.

The second EPS system mode is defined as follows:

power-on self-diagnostic mode: in this mode, a system self-test is performed.

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

Degradation mode: in this mode, a power-limited operation is performed.

Failure mode: in the mode, the power assisting is stopped, and an alarm reminding is sent out.

Ignition off aftertreatment mode: in the mode, self-checking and fault processing after power-down are performed.

The definition and the switching conditions of the two EPS modes are the same, that is, the state switching is performed according to three conditions of an ignition switch state (IGN signal), an entire vehicle Power supply signal (ok_indicator/PDU/power_mode), and a controller failure. Wherein:

The condition for the EPS to switch from sleep/power down mode to normal mode is: IGN signal is high level and the whole vehicle power supply signal is ON;

The conditions for switching to the degraded/protected/limp-home mode are: EPS slight failure or trigger protection;

The conditions for switching to failure mode/failure mode are: the EPS fails severely.

Both mode definitions and switching conditions are relatively simple, but for real vehicle scenes or some small probability of system conditions, both mode definitions are not fully covered, for example:

In the first problem, during the running process of the vehicle, the IGN power failure happens suddenly (the IGN low level is caused by the whole vehicle), and according to the two mode definitions, the EPS can exit from normal operation, so that the steering assistance is lost.

Problem two, IGN signal low level and ok_indicator=0x01 (power state ON) (although this condition occurrence probability is extremely low), the system may miss the processing mode of this condition, resulting in program running dead, motor stuck.

According to functional safety standard ISO 26262, the electronic electrical system functional safety is in the conceptual stage, hazard Analysis and Risk Assessment (HARA) is performed for failures and scenarios of the system, and Automotive safety integrity level (automatic SAFETY INTEGRITY LEVEL, ASIL) is assessed for hazard events, defining safety goals. But scene analysis and failure analysis of different products have the characteristics of self, and the functional safety standard ISO 26262 cannot formulate a specific practice method to guide the scene analysis of EPS products. According to the analysis method of the functional safety standard ISO 26262, scene analysis needs to be combined with conditions such as scene positions, road conditions, driving operation, vehicle states and the like as thoroughly as possible, and the damage of failure is analyzed aiming at failures under different scenes, so that the workload of completely forward deducing is huge, and the scene coverage cannot be achieved.

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

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

The operating modes of the electric power steering system may include a sleep mode, a power-on self-diagnostic mode, a standby mode, a normal power-up mode, a power-down mode, a failure mode, and a power-down mode. These modes of operation are defined in terms of the vehicle mode of operation, EPS functional requirements and functional safety requirements.

The sleep mode refers to that the EPS system is in low power consumption so as to meet the requirement of low power consumption of the whole vehicle.

The power-on self-diagnosis mode refers to: according to EPS function safety design, in order to meet latency and failure measurement indexes, the diagnosis mechanisms of safety components such as a sensor, an MCU, a pre-drive chip, a power module and the like need to carry out self-detection in an ignition period, 90% of diagnosis coverage rate (see ISO 26262-2018:Part5 D.2.3.1) is provided, and the latency and failure measurement indexes of ASIL D are met.

The standby mode refers to the ON gear of the whole vehicle power supply, and the EPS is activated but does not provide assistance.

The normal power assisting mode refers to the OK gear of the whole vehicle power supply, the EPS system is in a normal working state, and 100% of power assisting can be provided according to the power assisting requirement.

The power-down mode refers to a performance degradation or loss of a part of the function when the EPS system is slightly failed or needs protection.

Failure mode refers to serious failure of the EPS system and cutting off the power assisting function.

The power-down mode refers to the condition that power-down is met, the EPS system starts to delay to close power assistance, and all functional modules are closed according to the correct power-down sequence.

The current input signal may be a signal that other components of the vehicle input to the electric power steering system via a controller area network (Controller Area Network, CAN) bus or other lines.

In some embodiments, the electric power steering system is simplified to an IPO (Input-Process-Output) model, as shown in fig. 2, which contains an Input 1, a Process 2, and an Output 3. Input 1 may be classified according to the type of input 1, i.e., as shown in fig. 2, input 1 may include signals classified as follows: a power supply 4, a digital analog signal 5, a communication signal 6, and an environmental factor 7. These inputs are processed by process 2, the final objective being to ensure that the electric power steering system can function properly, outputting 8 as required by the design. The whole vehicle works in different working modes or application scenes, but for the EPS system, the various input signals can be perceived. The power supply 4, the digital analog signal 5, the communication signal 6, the environmental factor 7, etc. in fig. 2 are refined and sorted according to the value range of the input signals according to the influence of these input signals on the EPS function. For example, the input signals that affect the EPS function mainly include an engine ignition signal (i.e., IGN signal), a vehicle power signal (i.e., ok_indicator signal), a vehicle speed signal, and an EPS system own fault signal. The engine ignition signal is a signal for indicating whether the engine has ignited. The whole vehicle power supply signal is a signal for indicating a power supply state of the whole vehicle, for example, indicating whether or not high voltage power has been applied. The EPS system own failure signal is a signal for indicating whether or not the EPS system itself has failed. Since the influence of the environmental factor 7 on the EPS system is that the EPS system is abnormal in operation, the influence of the environmental factor 7 can be categorized into a fault signal of the EPS system itself. Table 1 shows a schematic representation of the ranges of the 4 input signals of the engine ignition signal, the vehicle power signal, the vehicle speed signal and the EPS system self-failure signal. By classifying and refining the input signals of the EPS system, abstract scene analysis can be embodied as analysis of the input signals of the EPS system, and the workload is greatly simplified.

TABLE 1

As shown in table 1, the range of the engine ignition signal may include low, high, 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 comprises a value smaller than the first vehicle speed, a value larger than or equal to the first vehicle speed and an invalid value or a lost value; the value range of the failure signal of the EPS system itself includes no failure, slight failure and serious failure. The first vehicle speed is a safe vehicle speed, i.e. a demarcation vehicle speed that ensures that no harm is done to the whole vehicle or the driver in case of a failure of the vehicle, e.g. if the vehicle speed is greater than the first vehicle speed in case of a failure of the vehicle, the controller will be harmful to the whole vehicle or the driver when executing, and if the vehicle speed is less than the first vehicle speed in case of a failure of the vehicle, the controller will be harmless to the whole vehicle or the driver when executing. Here, the first vehicle speed may be a value set according to actual conditions, for example, 3Km/h or other values.

Step S12, determining an input signal that is responsible for the mode conversion from among the current input signals in the current operation mode.

In some embodiments, the input signal that determines the mode conversion in the current input signal in the current operation mode may be determined according to a preset correspondence between the operation mode and the priority of the input signal.

The input signal priority refers to input signals that should be prioritized in the various aforementioned operation modes, i.e. these prioritized input signals play a decisive role for the mode switching of the EPS. Other input signals than those which are decisive for the mode conversion in the current input signal can be deleted, i.e. those other input signals do not need to be considered, so that the number of analyzed scenes is reduced and the workload is greatly reduced.

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

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

That is, if the current operating mode is a 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 own failure signal are input signals that play a decisive role in the mode conversion in the order in which the priorities decrease in order.

That is, if the current operation mode is the power-on self-diagnosis mode, the engine ignition signal is considered first, and then the EPS system itself fault signal is considered continuously in order of degradation of the priority.

(3) In the standby mode, the failure signal of the EPS system itself, the engine ignition signal, the vehicle speed signal, and the vehicle power supply signal are input signals that play a determining role in the mode conversion in the order in which the priorities decrease in order.

That is, if the current operation mode is the standby mode, the own fault signal of the EPS system is considered first, then the engine ignition signal is considered further, then the vehicle speed signal is considered further, and then the vehicle power supply signal is considered further in order of degradation of the priority.

(4) In the normal power-assisted mode, according to the descending order of priority, the fault signal of the EPS system, the ignition signal of the engine, the vehicle speed signal and the power supply signal of the whole vehicle are input signals which play a determining role in the mode conversion.

That is, if the current operation mode is the normal power-assisted mode, the fault signal of the EPS system itself is considered first, then the engine ignition signal is considered further, then the vehicle speed signal is considered further, and then the vehicle power supply signal is considered further in order of degradation of priority.

(5) In the power-down mode, an engine ignition signal, an EPS system self fault signal, a vehicle speed signal and a vehicle power supply signal are input signals which play a determining role in mode conversion according to the descending order of priority.

That is, if the current operation mode is the power-down mode, the engine ignition signal is considered first, then the fault signal of the EPS system itself is considered continuously, then the vehicle speed signal is considered continuously, and then the vehicle power supply signal is considered continuously according to the order in which the priority is degraded.

(6) In the failure mode, the engine ignition signal is an input signal that is determinative of the mode transition.

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

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

That is, if the current operating mode is a power-down mode, only the engine ignition signal is considered.

Table 2 shows the priority definitions of the various input signals in the different modes of operation, wherein the priority decreases gradually as the "+" number decreases.

TABLE 2

By taking into account the priority of each input signal in the respective operating modes, the number of scenes that need to be analyzed can be reduced. Taking the normal power assist mode as an example, if the priority of the input signals is not considered, since the range of each of the 4 input signals of the IGN signal, the ok_indicator signal, the vehicle speed signal, and the EPS system self-malfunction signal is 3, the 4 input signals are sufficiently combined into 81 kinds of scenes, that is,As shown in table 3. The combined scene is very complex, and causes great difficulty in system analysis and software implementation. Wherein A, B, C, D in table 3 corresponds to number A, B, C, D in table 1, respectively, the conditions in table 3 correspond to the value ranges in table 1, and 1,2, 3 in table 3 correspond to 1,2, 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, and after the prioritized input signals play a role in decision, the remaining input signals are eliminated, so that the number of scenes to be analyzed is reduced.

TABLE 3 Table 3

Step S13, determining a current mode transition trigger condition based on a current range of the input signal that determines the mode transition.

In some embodiments, the mode transition trigger conditions may include a first mode transition trigger condition to a thirteenth mode transition trigger condition, wherein:

(1) The first mode transition triggering condition refers to the value range of the engine ignition signal being high;

(2) The second mode switching triggering condition refers to that the value range of the engine ignition signal is high level and the value range of the fault signal of the EPS system is fault-free;

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

(4) The fourth mode switching triggering condition refers to that the value range of the fault signal of the EPS system is slightly faulty;

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

The value range of the fault signal of the EPS system is fault-free, 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 supply signal is not ready;

(6) The sixth mode switching triggering condition refers to waiting for a preset time period;

(7) The seventh mode switching triggering condition refers to that the value range of the fault signal of the EPS system is a serious fault;

(8) The eighth mode transition triggering condition means that the value range of the engine ignition signal is not high level;

(9) The ninth mode conversion triggering condition refers to that the value range of the fault signal of the EPS system is fault-free, 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 whole vehicle power supply signal is ready;

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

The value range of the fault signal of the EPS system is a slight fault;

(11) The eleventh mode conversion triggering condition refers to that the value range of the fault signal of the EPS system is fault-free, the value range of the engine ignition signal is high level, the value range of the vehicle speed signal is smaller than the first vehicle speed, and the value range of the whole vehicle power supply signal is not ready;

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

The value range of the fault signal of the EPS system is a slight fault;

(13) The thirteenth mode switching triggering condition refers to that the value range of the fault signal of the EPS system is fault-free, 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 whole vehicle power supply signal is invalid or lost.

Table 4 shows a schematic table of the mode transition trigger conditions. Wherein, TC01 refers to a first mode switching trigger condition, TC02 refers to a second mode switching trigger condition, and other TCs 03 to TC13 and the like; a1 refers to the range of 1 for the IGN signal numbered a in table 1, i.e., A1 refers to "IGN signal is low", the other A2 to D3 and so on.

Trigger condition	Description of the invention
		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	Waiting for a preset period of 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 Table 4

Step S14, determining the corresponding target working mode under the current working mode and the current mode switching triggering condition based on the preset corresponding relation among the source working mode, the mode switching triggering condition and the target working mode.

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

(1) Under the conditions that the source working mode is a sleep mode and the mode conversion triggering condition is a first mode conversion triggering condition, the corresponding target working mode is a power-on self-diagnosis mode;

(2) Under the condition that the source working mode is a power-down mode and the mode conversion triggering condition is a sixth mode conversion triggering condition, the corresponding target working mode is a dormant mode;

(3) Under the condition that the source working mode is a power-on self-diagnosis mode and the mode conversion triggering condition is an eighth mode conversion triggering condition, the corresponding target working mode is a power-off mode;

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

(5) Under the condition that the source working mode is a power-down mode and the mode conversion triggering condition is a first mode conversion triggering condition, the corresponding target working mode is a standby mode;

(6) Under the conditions that the source working mode is a standby mode and the mode conversion triggering condition is a fifth mode conversion triggering condition, the corresponding target working mode is a power-down mode;

(7) Under the conditions that the source working mode is a standby mode and the mode conversion triggering condition is a third mode conversion triggering condition, the corresponding target working mode is a normal power-assisted mode;

(8) When the source working mode is a normal power-assisted mode and the mode conversion triggering condition is an eleventh mode conversion triggering condition, the corresponding target working mode is a standby mode;

(9) Under the conditions that the source working mode is a standby mode and the mode conversion triggering condition is a seventh mode conversion triggering condition, the corresponding target working mode is a failure mode;

(10) Under the conditions that the source working mode is a standby mode and the mode conversion triggering condition is a tenth mode conversion triggering condition, the corresponding target working mode is a power-down mode;

(11) Under the condition that the source working mode is a power-down mode and the mode conversion triggering condition is a thirteenth mode conversion triggering condition, the corresponding target working mode is a standby mode;

(12) Under the condition that the source working mode is a power-down mode and the mode conversion triggering condition is a ninth mode conversion triggering condition, the corresponding target working mode is a normal power-up mode;

(13) Under the conditions that the source working mode is a normal power-assisted mode and the mode conversion triggering condition is a twelfth mode conversion triggering condition, the corresponding target working mode is a power-down mode;

(14) Under the condition that the source working mode is a normal power-assisted mode and the mode conversion triggering condition is a seventh mode conversion triggering condition, the corresponding target working mode is a failure mode;

(15) Under the condition that the source working mode is a power-down mode and the mode conversion triggering condition is a seventh mode conversion triggering condition, the corresponding target working mode is a failure mode;

(16) Under the condition that the source working mode is an invalid mode and the mode conversion triggering condition is an eighth mode conversion triggering condition, the corresponding target working mode is a power-down mode;

(17) Under the condition that the source working mode is a power-on self-diagnosis mode and the mode conversion triggering condition is a seventh mode conversion triggering condition, the corresponding target working mode is a failure mode;

(18) Under the condition that the source working mode is a power-down mode and the mode conversion triggering condition is a fifth mode conversion triggering condition, the corresponding target working mode is a power-down mode;

(19) Under the condition that the source working mode is a normal power-assisted mode and the mode conversion triggering condition is a fifth mode conversion triggering condition, the corresponding target working mode is a power-down mode;

(20) And when the source working mode is a power-on self-diagnosis mode and the mode conversion triggering condition is a fourth mode conversion triggering condition, the corresponding target working mode is a power-down mode.

By means of the preset corresponding relation among the source working mode, the mode switching triggering condition and the target working mode, the target working mode can be known under the condition that the current working mode (namely the source working mode) and the current mode switching triggering condition are known. Fig. 3 shows a schematic diagram of a mode transition state machine according to one embodiment of the present disclosure.

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

Fig. 4 shows a mode switching flowchart in the case where the current operation mode is the sleep mode according to an embodiment of the present disclosure. As shown in fig. 4, in the case where the current operation 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 high, i.e., if the IGN signal is low or suspended, the EPS system maintains the sleep mode.

Fig. 5 shows a mode switching flowchart in the case where the current operation mode is the power-on self-diagnosis mode according to an embodiment of the present disclosure. As shown in fig. 5, in the case where the current operation mode is the power-on self-diagnosis mode, according to the input signal priority, the IGN signal is considered first, if the IGN signal is high level, then the EPS system self-failure signal is considered, if the EPS system self-failure signal is fault-free, the power-on self-diagnosis mode is switched to the standby mode, if the EPS system self-failure signal is a slight fault, the power-on self-diagnosis mode is switched to the power-off mode, and if the EPS system self-failure signal is a serious fault, the power-on self-diagnosis mode is switched to the failure mode. In addition, if the IGN signal is not high, i.e., low or floating, the power-on self-diagnostic mode is switched to the power-off mode.

As shown in fig. 6, in the case where the current operation mode is the standby mode, according to the input signal priority, an EPS system itself failure signal is first considered.

If the EPS system itself fails, the IGN signal is considered next. If the failure signal of the EPS system is a slight failure, the power-assisted-reducing mode is switched from the standby mode, and if the failure signal of the EPS system is a serious failure, the power-assisted-reducing mode is switched from the standby mode to the failure mode.

In the case where the IGN signal is considered, if the IGN signal is at a high level, then the vehicle speed signal is considered, if the vehicle speed signal indicates that the vehicle speed is not equal to or higher than the first vehicle speed (in fig. 6, the first vehicle speed is, for example, 3Km/h is illustrated), that is, the vehicle speed signal indicates that the vehicle speed is lower than the first vehicle speed or the vehicle speed is invalid or lost, then the ok_indicator signal is considered, and if the vehicle speed signal is equal to or higher than the first vehicle speed, then the standby mode is switched to the normal assist mode. In the case where the ok_indicator signal is continuously considered, if the ok_indicator signal is ready, the standby mode is switched to the normal assist mode. If the OK_indicator signal is not ready, i.e. not ready or is invalid or lost, the standby mode is maintained.

In the case where the IGN signal is considered, if the IGN signal is not high, i.e., is low or is inactive or lost, the vehicle speed signal is considered next. If the vehicle speed signal is that the vehicle speed is greater than or equal to the first vehicle speed, the normal power-assisted mode is switched from the standby mode, if the vehicle speed signal is that the vehicle speed is less than the first vehicle speed, the power-down mode is switched from the standby mode, if the vehicle speed signal is that the vehicle speed is less than the first vehicle speed, the OK_indicator signal is continuously considered if the vehicle speed signal is lost after being invalid, the power-down mode is switched from the standby mode if the OK_indicator signal is ready, and if the OK_indicator signal is not ready, namely the OK_indicator signal is not ready or is invalid or lost, the power-down mode is switched from the standby mode.

As shown in fig. 7, in the case where the current operation mode is the normal assist mode, the EPS system itself failure signal is first considered in accordance with the priority of the input signal.

If the EPS system self fault signal is fault-free, the IGN signal is considered next, if the system self fault bit is slightly fault, the normal power assisting mode is switched to the power reducing mode, and if the EPS system self fault signal is serious fault, the normal power assisting mode is switched to the failure mode.

In the case where the IGN signal is considered, if the IGN signal is at a high level, then the vehicle speed signal is considered, if the vehicle speed signal is a vehicle speed equal to or higher than a first vehicle speed (in fig. 7, the first vehicle speed is 3Km/h as an example), the normal assist mode is maintained, if the vehicle speed signal is invalid or lost, the normal assist mode is switched to the power-down mode, if the vehicle speed signal is less than the first vehicle speed, then the ok_indicator signal is considered, the normal assist mode is maintained, if the ok_indicator signal is ready, the normal assist mode is maintained, if the ok_indicator signal is not ready, the normal assist mode is switched to the standby mode, and if the ok_indicator signal is invalid or lost, the normal assist mode is switched to the power-down mode.

In the case where the IGN signal is considered, if the IGN signal is not high, i.e., is low or is floating, the vehicle speed signal is considered next. If the vehicle speed signal is equal to or greater than the first vehicle speed, the normal assist mode is maintained, if the vehicle speed signal is less than the first vehicle speed, the normal assist mode is switched to the power-down 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 assist mode is switched to the power-down mode, and if the OK_indicator signal is not ready, i.e. is not ready or is lost or invalid, the normal assist mode is switched to the power-down mode.

As shown in fig. 8, in the case where the current operation mode is the power-down mode, the IGN signal is first considered in accordance with the priority of the input signal.

If the IGN signal is not high, i.e., low or floating, then the vehicle speed signal is considered next. If the vehicle speed signal is smaller than the first vehicle speed, the power-down mode is switched to the power-down mode, and if the vehicle speed signal is not smaller than the first vehicle speed, namely, is larger than or equal to the first vehicle speed or is invalid or lost, the power-down mode is maintained.

In the case where the IGN signal is considered, if the IGN signal is high level, the EPS system itself failure signal is considered next. If the failure signal of the EPS system indicates that the EPS system is severely failed, the power-assisted mode is switched to a failure mode from the power-assisted reduction mode, if the failure signal of the EPS system indicates that the EPS system is slightly failed, the power-assisted reduction mode is maintained, and if the failure signal of the EPS system indicates that the EPS system is not failed, the vehicle speed signal needs to be continuously considered.

In the case of continuing to consider the vehicle speed signal, if the vehicle speed signal is invalid or lost, the power-down mode is maintained, and if the vehicle speed signal is not invalid or lost, that is, is less than the first vehicle speed or equal to or greater than the first vehicle speed, which means that the vehicle speed is valid, the ok_indicator signal needs to be continuously considered.

In the case where it is necessary to continue taking into consideration the ok_indicator signal, if the ok_indicator signal is ready, the power-down mode is switched to the normal power-up mode, if the ok_indicator signal is not ready, the power-down mode is switched to the standby mode, and if the ok_indicator signal is invalid or lost, the power-down mode is maintained.

Fig. 9 shows a mode switching flowchart in the case where the current operation mode is the failure mode according to the embodiment of the present disclosure. As shown in fig. 9, in the case that the current operation mode is the failure mode, only the IGN signal needs to be considered, if the IGN signal is at a high level, the failure mode is maintained, and if the IGN signal is not at a high level, i.e., at a low level or is in the air, the failure mode is switched to the power-down mode.

Fig. 10 shows a mode switching flowchart in the case where the current operation mode is the power-down mode according to an embodiment of the present disclosure. In the case where the current operation mode is the power-down mode, only the IGN signal needs to be considered, if the IGN signal is at a high level, the power-down mode is switched to the standby mode, and if the IGN signal is not at a high level, i.e., at a low level or is suspended, the power-down mode is switched to the sleep mode after waiting for a preset period (for example, 30 seconds) in this case.

According to yet another embodiment of the present disclosure, there is provided a non-transitory computer readable storage medium having stored thereon a computer program which, when executed by a processor, implements the steps of any of the methods described above.

According to still another embodiment of the present disclosure, there is provided an electronic apparatus including: a memory having a computer program stored thereon; a processor for executing a computer program in memory to perform the steps of any of the methods described above.

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

Fig. 11 is a block diagram of an electronic device 700, according to an example embodiment. As shown in fig. 11, 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 configured to control the overall operation of the electronic device 700, so as to complete all or part of the steps in the electric power steering control method described above. The memory 702 is used to store various types of data to support operation on the electronic device 700, which may include, for example, instructions for any application or method operating on the electronic device 700, as well as application-related data, such as contact data, messages sent and received, pictures, audio, video, and so forth. The Memory 702 may be implemented by any type or combination of volatile or non-volatile Memory devices, such as static random access Memory (Static Random Access Memory, SRAM for short), electrically erasable programmable Read-Only Memory (ELECTRICALLY ERASABLE PROGRAMMABLE READ-Only Memory, EEPROM for short), erasable programmable Read-Only Memory (Erasable Programmable Read-Only Memory, EPROM for short), programmable Read-Only Memory (Programmable Read-Only Memory, PROM for short), read-Only Memory (ROM for short), magnetic Memory, flash Memory, magnetic disk, or optical disk. The multimedia component 703 can include a screen and an audio component. Wherein the screen may be, for example, a touch screen, the audio component being for outputting and/or inputting audio signals. For example, the audio component may include a microphone for receiving external audio signals. The received audio signals may be further stored in the memory 702 or transmitted through the communication component 705. The audio assembly further comprises at least one speaker for outputting audio signals. The I/O interface 704 provides an interface between the processor 701 and other interface modules, which may be a keyboard, mouse, buttons, etc. These buttons may be virtual buttons or physical buttons. The communication component 705 is for wired or wireless communication between the electronic device 700 and other devices. Wireless Communication, such as Wi-Fi, bluetooth, near Field Communication (NFC) for short, 2G, 3G, 4G, NB-IOT, eMTC, or other 5G, etc., or one or a combination of more of them, is not limited herein. The corresponding communication component 705 may thus comprise: wi-Fi module, bluetooth module, NFC module, etc.

In an exemplary embodiment, the electronic device 700 may be implemented by one or more Application-specific integrated circuits (ASIC), digital signal Processor (DIGITAL SIGNAL Processor, DSP), digital signal processing device (DIGITAL SIGNAL Processing Device, DSPD), programmable logic device (Programmable Logic Device, PLD), field programmable gate array (Field Programmable GATE ARRAY, FPGA), controller, microcontroller, microprocessor, or other electronic component for performing the above-described electric power steering control method.

In another exemplary embodiment, a computer readable storage medium is also provided that includes program instructions that, when executed by a processor, implement the steps of the electric power steering control method described above. For example, the computer readable storage medium may be the memory 702 including program instructions described above, which are executable by the processor 701 of the electronic device 700 to perform the electric power steering control method described above.

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

The preferred embodiments of the present disclosure have been described in detail above with reference to the accompanying drawings, but the present disclosure is not limited to the specific details of the embodiments described above, and various simple modifications may be made to the technical solutions of the present disclosure within the scope of the technical concept of the present disclosure, and all the simple modifications belong to the protection scope of the present disclosure.

In addition, the specific features described in the above embodiments may be combined in any suitable manner without contradiction. The various possible combinations are not described further in this disclosure in order to avoid unnecessary repetition.

Moreover, any combination between the various embodiments of the present disclosure is possible as long as it does not depart from the spirit of the present disclosure, which should also be construed as the disclosure of the present disclosure.

Claims

1. An electric power steering control method, comprising:

acquiring a current input signal and a current working mode of an electric power steering system;

Determining an input signal that is responsible for mode conversion in the current input signal in the current operating mode;

Determining a current mode conversion triggering condition based on the current value range of the input signal which plays a role in mode conversion;

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.

2. The method of claim 1, wherein said determining the input signal that is determinative of the mode transition in said current input signal in said current mode of operation comprises:

and determining an input signal which plays a role in deciding the mode conversion in the current input signal in the current working mode according to the preset corresponding relation between the working mode and the input signal priority.

3. The method of claim 2, wherein the step of determining the position of the substrate comprises,

The working modes of the electric power steering system comprise a sleep mode, a power-on self-diagnosis mode, a standby mode, a normal power-up mode, a power-down mode, a failure mode and a power-down mode;

4. The method of claim 3, wherein the step of,

The range of the engine ignition signal comprises a low level, a high level and suspension;

The value range of the whole vehicle power supply signal comprises unprepared, prepared and invalid or lost;

The value range of the vehicle speed signal comprises a first vehicle speed, a second vehicle speed and a third vehicle speed, wherein the first vehicle speed is smaller than the first vehicle speed, larger than or equal to the first vehicle speed and invalid or lost, and the first vehicle speed is a demarcation vehicle speed which ensures that the whole vehicle or a driver cannot be damaged under the condition of a fault of the vehicle;

The value range of the fault signal of the EPS system comprises no fault, slight fault and serious fault.

5. The method of claim 4, wherein the mode transition trigger condition comprises a first mode transition trigger condition to a thirteenth mode transition trigger condition, wherein:

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

the fifth mode transition trigger condition refers to one of the following:

the tenth mode transition trigger condition refers to one of the following:

the value range of the fault signal of the EPS system is a slight fault;

the twelfth mode transition trigger condition refers to one of the following:

the value range of the fault signal of the EPS system is a slight fault;

6. The method of claim 5, wherein the preset correspondence between the source operation mode, the mode transition trigger condition, and the target operation mode comprises:

7. The method according to any one of claims 1 to 6, further comprising:

And deleting other input signals except the input signals which play a role in the mode conversion in the current input signals.

8. A non-transitory computer readable storage medium having stored thereon a computer program, characterized in that the program when executed by a processor realizes the steps of the method according to any of claims 1-7.

9. An electronic device, comprising:

a memory having a computer program stored thereon;

a processor for executing the computer program in the memory to implement the steps of the method of any one of claims 1-7.

10. A vehicle characterized by comprising an electronic device according to claim 9.