Control method, steering wheel assembly, propulsion system, water area device, and storage medium

Abstract

The application discloses a control method, a power device, a steering wheel, a propulsion system, a water area movable device and a computer readable storage medium. The control method is applied to an electric steering scene and includes the following steps: if it is detected that a current rotation angle of a steering wheel exceeds a rotation limit angle, a return torque is output to the steering wheel by a return mechanism, and the return torque is used for returning the steering wheel to a limit position corresponding to the rotation limit angle; and during the returning of the steering wheel from a current position to the limit position, the return torque changes according to an output time of the return torque or a rotation stroke of the steering wheel, so that the power consumption of the steering wheel in the over-limit return process can be reduced.

Description

Technical Field

[0001] This application relates to the field of steering control, and more particularly to a control method, steering wheel assembly, propulsion system, water-based mobile equipment, and computer-readable storage medium. Background Technology

[0002] Ships, cars, and other vehicles steer by operating a steering wheel. However, the way ship steering wheels are installed differs from that of some cars (such as cars where the steering wheel's rotation shaft is directly mechanically connected to the steering mechanism). Ship steering wheels are electrically connected to outboard motors. When the driver turns the steering wheel, the system uses a drive-by-wire system to make the outboard motors rotate in tandem with the steering wheel, thus achieving ship steering.

[0003] The steering wheel of a ship has a rotation limit angle. When the driver turns the steering wheel, the steering wheel may rotate beyond this limit angle, i.e. the steering wheel goes out of bounds. In this case, it is necessary to output a return torque to the steering wheel to bring the steering wheel back to the rotation limit angle. However, the power consumption of the steering wheel return control method in related technologies is relatively large. Summary of the Invention

[0004] To address the aforementioned technical problems, this application provides a control method, a steering wheel assembly, a propulsion system, a water-based mobile device, and a computer-readable storage medium. The technical solutions are as follows:

[0005] According to a first aspect of this application, a control method is provided, the control method comprising:

[0006] If the current rotation angle of the steering wheel is detected to exceed the rotation limit angle, the control mechanism outputs a callback torque to the steering wheel. The callback torque is used to return the steering wheel to the limit position corresponding to the rotation limit angle.

[0007] During the return of the steering wheel from its current position to the extreme position, the return torque varies depending on the output time of the return torque or the rotational stroke of the steering wheel.

[0008] According to a second aspect of this application, a steering wheel assembly is provided, the steering wheel assembly including a steering wheel, a callback mechanism, and a processor, the processor being configured to execute the control method as described in the first aspect.

[0009] According to a third aspect of this application, a propulsion system is provided, the propulsion system including a steering wheel assembly as described in the second aspect and a water propulsion device, the steering wheel assembly being connected to the water propulsion device.

[0010] According to a fourth aspect of this application, a water-based mobile device is provided, comprising:

[0011] The subject; and

[0012] The propulsion system described in the third aspect is mounted on the body.

[0013] According to a fifth aspect of this application, a computer-readable storage medium is provided having a computer program stored thereon that, when executed by a processor, implements the control method as described in the first aspect.

[0014] The technical solution provided in this application, if it is detected that the current rotation angle of the steering wheel exceeds the rotation limit angle, in order to return the steering wheel to the limit position corresponding to the rotation limit angle, controls the return mechanism to output a return torque to the steering wheel. Under the action of the return torque, the steering wheel returns from the current position to the limit position corresponding to the rotation limit angle. During this period, the return torque can change according to the output time of the return torque or the rotation stroke of the steering wheel, thereby avoiding the output of maximum torque for a long time and reducing the power consumption of the steering wheel over-limit return process.

[0015] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments or related technologies of this application, the drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in this application. For those skilled in the art, other drawings can be obtained based on these drawings.

[0017] Figure 1 This is a schematic diagram illustrating the application scenarios of steering wheel control based on related technologies;

[0018] Figure 2 This is a flowchart illustrating a control method according to an embodiment of this application;

[0019] Figure 3 This is a flowchart illustrating a control method according to another embodiment of this application;

[0020] Figure 4 This is a flowchart illustrating a control method according to another embodiment of this application;

[0021] Figure 5 This is a structural schematic diagram of the steering wheel assembly provided in this application;

[0022] Figure 6 This is a schematic diagram of the propulsion system provided in this application;

[0023] Figure 7This is a schematic diagram of the structure of the water-based mobile equipment provided in this application. Detailed Implementation

[0024] To enable those skilled in the art to better understand the technical solutions in this application, the technical solutions in the embodiments of this application will be described in detail below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art should fall within the scope of protection of this application.

[0025] Please see Figure 1 First, we will introduce the application scenarios of steering wheel control in related technologies. Vehicles such as ships and cars achieve steering by operating the steering wheel equipped on them. However, the installation method of ship steering wheels is different from that of some cars (such as cars where the steering wheel rotation shaft is directly mechanically connected to the steering mechanism). The steering wheel 110 on a ship is connected to the outboard motor 120 by electrical connection. When the driver turns the steering wheel 110, the system makes the outboard motor 120 rotate with the rotation of the steering wheel 110 through a drive-by-wire method, thereby realizing the steering of the ship.

[0026] The steering wheel 110 of the ship has a rotation limit angle. When the driver turns the steering wheel 110, the steering wheel 110 may rotate beyond the rotation limit angle, that is, the steering wheel 110 goes out of bounds. In this case, it is necessary to output a return torque to the steering wheel 110 so that the rotation position of the steering wheel 110 is returned to the rotation limit angle. However, the power consumption generated by the method of controlling the return of the steering wheel 110 in the related technology is relatively large.

[0027] It is understood that the above description of the application scenarios of steering wheel control is only an illustrative example. In actual applications, the application scenarios can be flexibly selected according to the designer's needs, and there are no limitations on this.

[0028] To address the aforementioned issues, this application provides a control method applicable to electric power steering scenarios. This method avoids prolonged output of maximum torque, thereby reducing power consumption during the steering wheel's overshoot and backoff process. Figure 2 As shown, the method includes the following steps:

[0029] S201. If the current rotation angle of the steering wheel is detected to exceed the rotation limit angle, the callback mechanism is controlled to output a callback torque to the steering wheel. The callback torque is used to return the steering wheel to the limit position corresponding to the rotation limit angle.

[0030] As an example, the current rotation angle of the steering wheel can be detected by an angle sensor located inside the steering wheel. The angle sensor is not limited to being located inside the steering wheel; it can also be located outside the steering wheel.

[0031] It is worth noting that the above description of the method for detecting the current rotation angle of the steering wheel and the setting method of the angle sensor is only an example. In actual applications, the method for detecting the current rotation angle of the steering wheel and the setting method of the angle sensor may include situations other than those described above, and no limitation is made in this regard.

[0032] There are several scenarios where the current steering wheel angle exceeds its rotation limit. For example, one scenario could be: assuming the steering wheel's maximum clockwise rotation angle is 360 degrees and its maximum counter-clockwise rotation angle is -360 degrees, then when the current steering wheel angle is 359 degrees, it is within the maximum rotation limit; when it is 361 degrees, it is exceeded. Similarly, when the current steering wheel angle is -359 degrees, it is within the maximum rotation limit; when it is -361 degrees, it is exceeded. It's important to note that the above description of scenarios where the current steering wheel angle exceeds its rotation limit is merely illustrative. In practical applications, scenarios beyond those described above are not excluded and are not considered limiting.

[0033] As an example, the return mechanism can be the steering motor of the steering wheel, or other mechanisms that can output torque; there are no specific limitations on this.

[0034] S202, During the period when the steering wheel returns from the current position to the extreme position, the return torque varies according to the output time of the return torque or the rotation stroke of the steering wheel.

[0035] During the pullback process, the change in pullback torque output to the steering wheel includes at least the following two scenarios:

[0036] In the first scenario, the callback torque can vary based on its output time:

[0037] There are several ways to vary the return torque based on its output time. For example, one method can be that the return torque varies in multiple segments over the output time, with each segment decreasing sequentially. For instance, the return torque can vary in two segments: a first segment and a second segment. The magnitude of the return torques can be: first segment > second segment. The output time for the first segment can be preset to 10 seconds. After 10 seconds, the return torque can switch to the second segment, where the magnitude of the second segment can be one-third of the first segment. The steering wheel can then be returned to its limit using the second segment's return torque. Alternatively, the return torque can vary in three segments: a first segment > a second segment > a third segment. The magnitude of the return torques can be: first segment > second segment > third segment.

[0038] As an example, the callback torque can be divided into segments corresponding to the difference between the current rotation angle and the rotation limit angle.

[0039] For example, the greater the difference between the current rotation angle and the rotation limit angle, the more segments the callback torque can be divided into; the smaller the difference between the current rotation angle and the rotation limit angle, the fewer segments the callback torque can be divided into. The number of segments of the callback torque can be flexibly adjusted according to the difference between the rotation angle and the rotation limit angle, so as to reduce the callback power consumption while ensuring the callback efficiency.

[0040] It is worth noting that the above description of the number of callback torque segments and the corresponding output time of each segment is only an example. In actual applications, the number of callback torque segments and the corresponding output time may vary beyond the scope of the above description, and are not limited thereto.

[0041] As an example, when the feedback torque varies across multiple segments over time, the first segment of the feedback torque can be the maximum feedback torque that the aforementioned feedback mechanism can output. This allows the maximum feedback torque to be output to the steering wheel as soon as it is detected that the steering wheel has exceeded its limits, enabling the user to perceive this limit promptly and adjust their driving posture accordingly. It's worth noting that the first segment of the feedback torque doesn't necessarily have to be the maximum feedback torque that the feedback mechanism can output; the maximum feedback torque can also be set in a segment following the first segment. There are no specific limitations on this.

[0042] There are several ways to determine the output time corresponding to each segment of the callback torque. As an example, one method could be: the output time corresponding to each segment of the aforementioned multiple callback torques can be adjusted based on the angle difference, that is, the difference between the current rotation angle of the steering wheel and its rotation limit angle. For instance, if the first segment of the callback torque is the maximum callback torque that the callback mechanism can output, the smaller the angle difference, the shorter the output time corresponding to the first segment of the callback torque can be; conversely, the larger the angle difference, the longer the output time corresponding to the first segment of the callback torque can be. Adaptively adjusting the output time corresponding to the maximum callback torque based on the angle difference not only avoids a poor user experience due to excessively fast callback speed when the angle difference is small, but also avoids a long callback process due to a short output time corresponding to the maximum callback torque when the angle difference is large. It is worth noting that the above description of how to determine the output time corresponding to the callback torque is merely an illustrative example. In practical applications, the method for determining the output time corresponding to the callback torque may include situations other than those described above, and is not limited thereto.

[0043] In the second scenario, the corrective torque can vary according to the steering wheel's rotation travel:

[0044] There are several ways to adjust the return torque based on the steering wheel's rotation travel. For example, one method could be to divide the return torque into multiple segments, where the return torque decreases sequentially, and the rotation travel is the distance the steering wheel has turned. For instance, the return torque could be divided into two segments: a first segment and a second segment. The magnitude of the return torque could be: first segment > second segment. The output time of the first segment could be preset to 10 seconds. After 10 seconds, the return torque could switch to the second segment, where the magnitude of the second segment could be one-third of the first segment. The steering wheel could continue to be adjusted using the second segment until it returns to its limit position. Alternatively, the return torque could be divided into three segments: a first segment > a second segment > a third segment. The magnitude of the return torque could be: first segment > second segment > third segment.

[0045] As an example, the callback torque can be divided into segments corresponding to the difference between the current rotation angle and the rotation limit angle.

[0046] For example, the greater the difference between the current rotation angle and the rotation limit angle, the more segments the callback torque can be divided into; the smaller the difference between the current rotation angle and the rotation limit angle, the fewer segments the callback torque can be divided into. The number of segments of the callback torque can be flexibly adjusted according to the difference between the rotation angle and the rotation limit angle, so as to reduce the callback power consumption while ensuring the callback efficiency.

[0047] It is worth noting that the above description of the number of callback torque segments and the corresponding output time of each segment is only an example. In actual applications, the number of callback torque segments and the corresponding output time may vary beyond the scope of the above description, and are not limited thereto.

[0048] As an example, when the correction torque varies in multiple segments according to the steering wheel's rotation travel, the first segment of the correction torque can be the maximum correction torque that the correction mechanism can output. This allows the maximum correction torque to be output to the steering wheel as soon as it is detected that the steering wheel has exceeded its limits, enabling the user to perceive the steering wheel's limits promptly and adjust their driving posture accordingly. It's worth noting that the first segment of the correction torque doesn't necessarily have to be the maximum correction torque that the correction mechanism can output; the maximum correction torque can also be set in a segment following the first segment. There are no specific limitations on this.

[0049] There are several ways to determine the rotational travel corresponding to each segment of the callback torque. As an example, one method may include: the rotational travel corresponding to each segment of the aforementioned multiple callback torques can be adjusted based on the angle difference, that is, based on the difference between the current rotation angle of the steering wheel and the rotation limit angle. For example, when the first segment of the callback torque is the maximum callback torque that the callback mechanism can output, the smaller the angle difference, the shorter the rotational travel corresponding to the first segment of the callback torque can be; the larger the angle difference, the larger the rotational travel corresponding to the first segment of the callback torque can be. Adaptively adjusting the rotational travel corresponding to the maximum callback torque based on the angle difference can not only avoid a poor user experience due to excessively fast callback speed when the angle difference is small, but also avoid a long callback process time due to a short rotational travel corresponding to the maximum callback torque when the angle difference is large. It is worth noting that the above description of the method for determining the rotational travel corresponding to the callback torque is only an illustrative example. In practical applications, the method for determining the rotational travel corresponding to the callback torque may include situations other than those described above, and is not limited thereto.

[0050] The magnitude of the callback torque can be changed in several ways. For example, one way is that when the callback mechanism is the steering motor of the steering wheel, the callback torque output by the steering motor can be changed by changing the phase current of the steering motor. The specific method for changing the magnitude of the callback torque is not limited.

[0051] In this embodiment, if the current rotation angle of the steering wheel is detected to exceed the rotation limit angle, in order to return the steering wheel to the limit position corresponding to the rotation limit angle, the return mechanism is controlled to output a return torque to the steering wheel. Under the action of the return torque, the steering wheel returns from the current position to the limit position corresponding to the rotation limit angle. During this period, the return torque can change according to the output time of the return torque or the rotation stroke of the steering wheel, thereby avoiding the output of maximum torque for a long time and reducing the power consumption of the steering wheel over-limit return process.

[0052] Considering that dividing the return torque into multiple segments might result in low return efficiency when the steering wheel travels only slightly, this application proposes a control method according to another embodiment, applicable to electric power steering scenarios, which ensures return efficiency during the return process. Figure 3 As shown, the method includes the following steps:

[0053] S301. If the current rotation angle of the steering wheel is detected to exceed the rotation limit angle, the callback mechanism is controlled to output a callback torque to the steering wheel. The callback torque is used to return the steering wheel to the limit position corresponding to the rotation limit angle.

[0054] S302. Obtain the angle difference between the current rotation angle and the rotation limit angle;

[0055] S303. If the detected angle difference is greater than a threshold, the return torque changes according to the output time of the return torque or the rotation stroke of the steering wheel during the period when the steering wheel returns from the current position to the extreme position.

[0056] S304. If the detected angle difference is less than the threshold, then during the period when the steering wheel returns from the current position to the extreme position, the return mechanism is controlled to output a constant return torque.

[0057] As an example, the current position mentioned above could be the position corresponding to the current rotation angle of the steering wheel.

[0058] To enable users to promptly perceive steering wheel overshoot and adjust their driving posture by outputting a corrective torque to the steering wheel, a constant corrective torque can be, for example, the maximum corrective torque that the corrective mechanism can output. It is worth noting that the above description of the selection method for constant corrective torque is only an illustrative example. In practical applications, other selection methods are not excluded. For example, to reduce power consumption during the corrective process, the constant corrective torque can also be selected as a corrective torque that is less than the maximum corrective torque mentioned above. The selected corrective torque should be as small as possible while still achieving steering wheel correction, in order to reduce power consumption. Therefore, the specific selection method for constant corrective torque is not limited.

[0059] In this embodiment, S301 is the same as the aforementioned Figure 2 S201 in the illustrated embodiment is similar to that described above, and S303 is similar to that described above. Figure 2 The difference between S202 and S303 in the illustrated embodiment is that, in S303, during the steering wheel retraction process, the degree of exceeding the limit needs to be determined first. If the degree of exceeding the limit is large, that is, the angle difference is greater than the threshold, then during the retraction period, the retraction mechanism is controlled to output a variable retraction torque; if the degree of exceeding the limit is small, that is, the angle difference is less than the threshold, then the retraction mechanism is directly controlled to output a constant retraction torque. It should be noted that when the angle difference is equal to the threshold, the retraction mechanism can output either a constant retraction torque or a variable retraction torque; there is no restriction here.

[0060] Understandably, for situations with a small degree of deviation, using varying return torque to correct the steering wheel has limited effect on power reduction. To improve return efficiency and ease of control, a constant return torque can be used. However, for situations with a large degree of deviation, using varying return torque significantly reduces power, making it a viable option for situations with larger deviations.

[0061] Please see Figure 1 The steering wheel 110 of the ship has a rotation limit angle. When the driver turns the steering wheel 110, the rotation angle of the steering wheel 110 may exceed this limit angle, that is, the steering wheel 110 goes out of bounds. In this case, the maximum torque for correction needs to be output to the steering wheel 110 to correct the rotation position of the steering wheel 110 back to the rotation limit angle. However, the power consumption generated by the control method of steering wheel 110 correction in the related technology is relatively large. In addition, there is a mapping relationship between the rotation angle of steering wheel 110 and the rotation angle of outboard motor 120 in the related technology. When the ship's system is powered down, if the steering wheel 110 is turned, the outboard motor 120 still maintains the angle it was last turned to before the power was down. When the system is powered up again, after the steering wheel 110 is turned to its limit angle, the outboard motor 120 cannot turn to the corresponding limit angle of outboard motor 120, resulting in poor operation experience and low safety.

[0062] To address the aforementioned problems, this application proposes another control method applicable to electric power steering scenarios. This method avoids prolonged maximum torque output, reducing power consumption during steering wheel overshoot correction. Simultaneously, it ensures that when either the steering wheel or the steering mechanism has undergone a first rotation, and the other has not performed a second rotation according to the preset steering gear ratio, after the steering wheel is turned to its limit angle, the steering mechanism can correspondingly rotate to its limit angle, improving both the driving experience and safety. Figure 4 As shown, the method includes the following steps:

[0063] S401. If the current rotation angle of the steering wheel is detected to exceed the rotation limit angle, the callback mechanism is controlled to output a callback torque to the steering wheel. The callback torque is used to return the steering wheel to the limit position corresponding to the rotation limit angle.

[0064] S401 is similar to S201 mentioned above. For specific implementation details, please refer to the description of the specific implementation details of S201 mentioned above. It will not be repeated here.

[0065] S402, During the period when the steering wheel returns from the current position to the extreme position, the return torque varies according to the output time of the return torque or the rotation stroke of the steering wheel;

[0066] S402 is similar to S202 mentioned above. For specific implementation details, please refer to the description of the specific implementation details of S202 mentioned above. It will not be repeated here.

[0067] S403. If it is detected that one of the steering wheel and the steering mechanism has undergone a first rotation, and the other has not undergone a second rotation according to the preset steering transmission ratio, then the new turning angle range of the steering wheel is determined according to the amount of change in the rotation angle of the first rotation, and the steering wheel is controlled to rotate within the new turning angle range. The preset steering transmission ratio represents the proportional relationship between the difference in the rotation limit angle of the steering wheel and the difference in the rotation limit angle of the steering mechanism.

[0068] The steering wheel is connected to the steering mechanism and is used to control the steering mechanism to steer.

[0069] The preset steering gear ratio represents the proportional relationship between the difference in the steering wheel's rotation limit angles and the difference in the steering mechanism's rotation limit angles. For example, assuming the steering wheel rotates 360° to the left from 0° to reach its left limit position, and then rotates 360° to the right from 0° to reach its right limit position, the difference in the steering wheel's rotation limit angles is 720°; assuming the steering mechanism rotates 45° to the left from 0° to reach its left limit position, and then rotates 45° to the right from 0° to reach its right limit position, the difference in the steering mechanism's rotation limit angles is 90°. Therefore, the steering gear ratio between the steering wheel and the steering mechanism is 720°:90° = 8:1. It should be noted that the values ​​provided in the embodiments of this application are for illustrative purposes only and should not be construed as limiting the scope of this application.

[0070] The steering ratio can be fixed or variable. For a fixed steering ratio, the preset steering ratio is a fixed value. For a variable steering ratio, the preset steering ratio corresponds to the number of steering wheel rotations currently set. For example, a user can manually set the number of steering wheel rotations on a display screen connected to the steering wheel to change the steering ratio. For instance, if the steering mechanism's rotation limit angle difference is 90°, and the user sets the steering wheel rotations to two rotations, the preset steering ratio is 8:1; if the user sets the steering wheel rotations to one rotation, the preset steering ratio is 4:1.

[0071] It should be noted that in the various embodiments of the preset steering ratio involved in this application, the understanding of the preset steering ratio can be referred to the interpretation herein.

[0072] As an example, this embodiment can be applied to a propulsion system, which may include the aforementioned steering wheel and steering mechanism.

[0073] If one of the steering wheel and the steering mechanism has undergone a first rotation, and the other has not performed a second rotation according to the preset steering gear ratio, at least the following two situations apply.

[0074] In the first scenario, the first rotation can occur on the steering wheel side, and the first rotation can occur before the propulsion system is powered on.

[0075] As an example, when the propulsion system is powered on, the first rotation angle of the steering wheel and the second rotation angle of the steering mechanism can be obtained. The first rotation angle can be detected by an angle sensor located inside the steering wheel, and the second rotation angle can be detected by an angle sensor located inside the steering mechanism. When the first rotation angle and the second rotation angle are inconsistent, it is determined that the steering wheel has undergone a first rotation, but the steering mechanism has not performed a second rotation according to the preset steering gear ratio.

[0076] It should be noted that when the first rotation angle and the second rotation angle correspond perfectly, they can be considered consistent. Even if the first and second rotation angles do not correspond perfectly, but the difference between them and the angles they should correspond to is less than a preset value, they can still be considered consistent. This avoids frequently adjusting the mapping relationship between the steering wheel rotation angle and the steering mechanism rotation angle. For example, suppose the preset steering gear ratio is 8:1. If the first rotation angle is 280° and the second rotation angle is 35°, since the second rotation angle 35° is the same as the angle 35° calculated based on the first rotation angle and the preset steering gear ratio (or, since 280°:35° = 8:1, which meets the preset steering gear ratio 8:1), the first and second rotation angles are considered consistent. If the first rotation angle is 280° and the second rotation angle is 36°, since the difference between 36° and 35° is small (or, since 280°:36° ≈ 8:1), the first rotation angle is considered consistent. If the first rotation angle is 280° and the second rotation angle is 20°, the first rotation angle is considered to be inconsistent with the second rotation angle because the difference between the second rotation angle 20° and the angle 35° calculated based on the first rotation angle and the preset steering ratio is large (or, because 280°:20° = 14:1, and 14:1 is large compared with the preset steering ratio 8:1).

[0077] It should be noted that in all embodiments of this application involving the determination of the consistency between the first rotation angle and the second rotation angle, the determination of the consistency between the first rotation angle and the second rotation angle can refer to the description herein.

[0078] In the second scenario, the first rotation can occur on the steering mechanism side, and the first rotation can occur after the propulsion system is powered on.

[0079] As an example, when the first turn occurs, the steering motor of the steering mechanism does not operate normally. It should be noted that "not operating normally" can mean that the steering motor does not operate when it receives the corresponding operating command, such as when the steering motor operates under impact, or it can mean that it operates under other conditions; there is no limitation on this.

[0080] It should be noted that the above description of the location and time of the first rotation in the embodiments of this application is only an exemplary illustration. In actual applications, the location and time of the first rotation may be different from those described above, and are not limited thereto.

[0081] As an example, the situation where one steering wheel rotates once but the other does not rotate according to the preset steering ratio can mean either that one steering wheel rotates but the other does not rotate at all, or that one steering wheel rotates but the angle of rotation does not match the preset steering ratio. For example, the situation where "one steering wheel rotates but the other does not rotate at all" could occur before the propulsion system is powered on, when the driver turns the steering wheel, but because the propulsion system is not powered on, the steering mechanism does not rotate with the steering wheel. The situation where "one steering wheel rotates but the other rotates but the angle of rotation does not match the preset steering ratio" could occur after the propulsion system is powered on, when the steering wheel is turned, and although the steering mechanism rotates with the steering wheel, the angle of rotation of the steering mechanism does not match the preset steering ratio due to external impacts or other factors. It is worth noting that the above description of the rotation not in accordance with the preset steering gear ratio in the embodiments of this application is only an exemplary demonstration. In actual applications, the situation of rotation not in accordance with the preset steering gear ratio may include situations other than those described above, and this is not a limitation.

[0082] It should be noted that in the embodiments of this application where one party has undergone a first rotation and the other party has not undergone a second rotation according to the preset steering gear ratio, the interpretation herein shall apply.

[0083] As an example, the steering wheel's rotation limit angle can be redefined based on the change in rotation angle, and a new rotation angle range can be determined by the redefined rotation limit angle.

[0084] As an example, the first rotation limit angle of the steering wheel can be adjusted based on the change in rotation angle to obtain the third rotation limit angle, and the second rotation limit angle can be adjusted based on the change in rotation angle to obtain the fourth rotation limit angle. Here, the first and second rotation limit angles are the angles at the extreme positions reached by the steering wheel in two opposite directions. A new steering angle range can be determined using the third and fourth rotation limit angles. Therefore, the new steering angle range can be adjusted based on the change in the steering wheel's rotation angle, ensuring that the new steering angle range changes accordingly and enhancing the accuracy of the steering angle range adjustment. For example, assuming the steering wheel's rotation limit angles are -360° and 360°, its steering angle range is [-360°, 360°]. Assuming the change in steering wheel rotation angle is 20°, the steering wheel's rotation limit angles can be adjusted to -380° and 340° based on this change in rotation angle, resulting in a new steering angle range of [-380°, 340°].

[0085] As an example, the above-mentioned method for adjusting the rotation limit angle can be to add a change to the first rotation limit angle of the steering wheel to obtain the third rotation limit angle, and to subtract the change from the second rotation limit angle to obtain the fourth rotation limit angle. It is worth noting that the above-described method for adjusting the rotation limit angle in the embodiments of this application is only an exemplary demonstration. In practical applications, the method for adjusting the rotation limit angle does not exclude the above-described method, and no specific limitation is made in this regard.

[0086] As an example, the third and fourth rotation limit angles can be defined as the updated rotation limit angles. When the steering wheel is at the updated rotation limit angle, the retraction mechanism can be controlled to output a limiting force to the steering wheel. This limiting force is used to restrict the steering wheel from rotating in a direction exceeding the updated rotation limit angle. It is worth noting that the above-mentioned timing of outputting the limiting force is only an illustrative example. In practical applications, the timing of outputting the limiting force can also be other times, and there is no specific limitation on this.

[0087] As an example, the steering mechanism can be a mechanism used to perform steering in propulsion equipment such as outboard motors or podded propulsion systems, with the steering wheel mounted on a mobile watercraft. The steering mechanism can also be a mechanism used to perform steering in other propulsion equipment. The steering mechanism can also be other mechanisms, without limitation.

[0088] S404. Re-establish the mapping relationship between the rotation angle of the steering wheel and the rotation angle of the steering mechanism based on the new rotation angle range;

[0089] For example, suppose the original steering wheel angle range is [-360°, 360°], and the steering mechanism angle range is [-45°, 45°]. There is a mapping relationship between [-360°, 360°] and [-45°, 45°]. After the steering wheel angle range is adjusted, a new angle range of [-380°, 340°] is obtained. Then, the mapping relationship is re-established based on the new angle range [-380°, 340°]. That is, the new mapping relationship is [-380°, 340°] corresponding to [-45°, 45°].

[0090] S405. The mapping relationship is sent to the steering mechanism so that the steering mechanism turns according to the mapping relationship.

[0091] For example, suppose the new mapping relationship is that the new steering wheel angle range [-380°, 340°] corresponds to the new steering mechanism angle range [-45°, 45°]. Then the steering mechanism can be controlled according to this mapping relationship. For example, when the steering wheel angle is -380°, the steering mechanism angle is controlled to be -45°.

[0092] Corresponding to the above method embodiments, as a specific application, the above embodiments can be implemented inside a steering wheel assembly. Therefore, this application also provides a steering wheel assembly, see below. Figure 5 As shown, the steering wheel assembly may include a steering wheel 501, a return mechanism 503, and a processor 502. The processor 502 is suitable for controlling any steering wheel and return mechanism to which the control method described above applies. The processor 502 is used to execute the control method described in any of the embodiments above.

[0093] It is worth noting that all embodiments of the control method described above can be applied to the processor 502 in controlling the callback mechanism to output callback torque to the steering wheel to complete the process of over-limit callback.

[0094] See Figure 6 This application also provides a propulsion system, which includes a steering wheel assembly 601 and a water propulsion device 602 as described in the above embodiments, wherein the steering wheel assembly 601 is connected to the water propulsion device 602.

[0095] See Figure 7 This application also provides a water-based mobile device, including: a body 701; and a propulsion system 702 as described in the above embodiments, wherein the propulsion system 702 is mounted on the body 701.

[0096] As an example, mobile watercraft can be various water transportation vehicles such as commercial ships, passenger ships, yachts, fishing boats, sailboats, and civilian ships. It can also be equipment that can move in water, such as water patrol equipment, water management equipment, and water environment monitoring equipment. It can also be equipment such as electric surfboards and electric paddleboards. This application does not impose any specific restrictions on this.

[0097] This application also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the control method described in any of the above embodiments.

[0098] Computer-readable storage media can be ROM, random access memory (RAM), CD-ROM, magnetic tape, floppy disk, and optical data storage devices, etc., without any specific limitation.

[0099] The above description is only a specific embodiment of this application. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of this application, and these improvements and modifications should also be considered within the scope of protection of this application.

Claims

1. A control method applied to electric steering scenarios, characterized in that, The control method includes: If the current rotation angle of the steering wheel is detected to exceed the rotation limit angle, the control mechanism outputs a callback torque to the steering wheel. The callback torque is used to return the steering wheel to the limit position corresponding to the rotation limit angle. During the return of the steering wheel from its current position to the extreme position, the return torque is divided into multiple segments based on the change in the output time of the return torque or the change in the rotation stroke of the steering wheel. The number of segments of the return torque is proportional to the angle difference, which is the difference between the current rotation angle and the rotation limit angle. The return torque decreases sequentially in multiple segments, and the output time or rotation stroke of the first segment of the return torque is proportional to the angle difference.

2. The control method according to claim 1, characterized in that, The first stage of the multiple-stage callback torque is the maximum callback torque that the callback mechanism can output.

3. The control method according to claim 1, characterized in that, The output time corresponding to the callback torque for each segment is adjusted according to the angle difference.

4. The control method according to claim 1, characterized in that, The rotational stroke corresponding to each segment of the callback torque is adjusted according to the angle difference.

5. The control method according to claim 1, characterized in that, The control method further includes: Obtain the angle difference between the current rotation angle and the rotation limit angle; If the detected angle difference is greater than the threshold, then the step of dividing the return torque into multiple segments according to the change in the output time of the return torque or the change in the rotation stroke of the steering wheel during the return of the steering wheel from the current position to the extreme position is executed. If the detected angle difference is less than the threshold, the return mechanism is controlled to output a constant return torque during the return of the steering wheel from the current position to the extreme position.

6. The control method according to claim 1, characterized in that, The steering wheel is communicatively connected to the steering mechanism and is used to control the steering mechanism to turn. The control method further includes: If it is detected that one of the steering wheel and the steering mechanism has undergone a first rotation, and the other has not performed a second rotation according to the preset steering transmission ratio, then the new turning angle range of the steering wheel is determined according to the amount of change in the rotation angle of the first rotation, and the steering wheel is controlled to rotate within the new turning angle range. The preset steering transmission ratio represents the proportional relationship between the difference in the rotation limit angle of the steering wheel and the difference in the rotation limit angle of the steering mechanism. The mapping relationship between the steering wheel rotation angle and the steering mechanism rotation angle is re-established based on the new rotation angle range. The mapping relationship is sent to the steering mechanism so that the steering mechanism turns according to the mapping relationship.

7. The control method according to claim 6, characterized in that, The first rotation occurs on the steering wheel side and before the propulsion system is powered on, the propulsion system including the steering wheel and the steering mechanism.

8. The control method according to claim 7, characterized in that, The control method further includes: When the propulsion system is powered on, the first rotation angle of the steering wheel and the second rotation angle of the steering mechanism are obtained; When the first rotation angle and the second rotation angle are inconsistent, it is determined that the steering wheel has undergone the first rotation, while the steering mechanism has not performed the second rotation according to the preset steering transmission ratio.

9. The control method according to claim 6, characterized in that, The first rotation occurs on the steering mechanism side, and the first rotation occurs after the propulsion system is powered on, the propulsion system including the steering wheel and the steering mechanism.

10. The control method according to claim 9, characterized in that, When the first rotation occurs, the steering motor of the steering mechanism is not operating normally.

11. The control method according to claim 6, characterized in that, Determining the new steering wheel angle range based on the change in the first rotation angle includes: The steering wheel's rotation limit angle is redefined based on the change in rotation angle, and the new rotation angle range is determined by the redefined rotation limit angle.

12. The control method according to claim 11, characterized in that, The step of redetermining the steering wheel's rotation limit angle based on the change in rotation angle, and determining the new rotation angle range using the redetermined rotation limit angle, includes: The first rotation limit angle of the steering wheel is adjusted according to the change in rotation angle to obtain the third rotation limit angle; the second rotation limit angle of the steering wheel is adjusted according to the change in rotation angle to obtain the fourth rotation limit angle; wherein, the first rotation limit angle and the second rotation limit angle are the angles to the extreme positions reached by the steering wheel in two opposite directions respectively; The new rotation angle range is determined by the third rotation limit angle and the fourth rotation limit angle.

13. The control method according to claim 12, characterized in that, The control method further includes: The third rotation limit angle and the fourth rotation limit angle are determined as the updated rotation limit angles; When the steering wheel is at the updated rotation limit angle, the control mechanism outputs a limiting force to the steering wheel, which is used to restrict the steering wheel from rotating in a direction that exceeds the updated rotation limit angle.

14. A steering wheel assembly, characterized in that, The steering wheel assembly includes a steering wheel, a return mechanism, and a processor, the processor being used to execute the control method according to any one of claims 1 to 13.

15. A propulsion system, characterized in that, The propulsion system includes the steering wheel assembly of claim 14 and a water propulsion device, wherein the steering wheel assembly is connected to the water propulsion device.

16. A water-based mobile device, characterized in that, include: ontology; and The propulsion system of claim 15, wherein the propulsion system is mounted on the body.

17. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the program is executed by the processor, it implements the control method according to any one of claims 1-13.

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