Steering system, vehicle, and control method of steering system in steer-by-wire passenger vehicles

Abstract

This invention provides a steering system, a vehicle, and a control method for the steering system in a steer-by-wire passenger vehicle. The steering system includes: a steering wheel system comprising a steering wheel, a first angle sensor, and a controller ECU1, the first angle sensor detecting steering wheel angle signals; a backup control mechanism comprising a steering ball, a second angle sensor, and a controller ECU2, the second angle sensor detecting steering ball angle signals; and a main controller ECU connected to a steering actuator, which can be selectively connected to at least one of controller ECU1 and controller ECU2. When the main controller ECU is connected to controller ECU1, the steering wheel system controls the steering actuator to perform steering actions; when the main controller ECU is connected to controller ECU2, the backup control mechanism controls the steering actuator to perform steering actions. This solution solves the problem in the prior art where the steering system cannot guarantee occupant safety in the event of a steering wheel system failure.

Description

Technical Field

[0001] This invention relates to the field of vehicle steering technology, and more specifically, to a steering system for a steer-by-wire passenger vehicle, a vehicle, and a control method for the steering system. Background Technology

[0002] With the development of automotive technology, the application of control theory, and the increasing demands for driving experience, automotive steering systems have evolved from the initial mechanical steering systems to hydraulic power steering systems, electro-hydraulic power steering systems, and electric power steering systems. With the increasing demand for intelligent systems, the development of automotive electronics technology, and the advancement of computer technology, steer-by-wire technology, which was first applied in the aviation field in 1972, has gradually been applied to automotive steering systems. Steer-by-wire systems eliminate the mechanical connection between the steering wheel and the lower steering gear, transmitting the input from the steering wheel to the steering motor via electrical signals to execute steering operations. Road feel is also transmitted to the steering wheel via electrical signals to simulate road feel feedback, such as hand force, generated by the road feel motor. Starting in 1998, German companies ZF and Bosch successively researched steer-by-wire technology. In 2015, Infiniti launched the world's first mass-produced model with steer-by-wire—the Q50. In 2022, Toyota launched the steer-by-wire vehicle bZ4X. Against the backdrop of intelligent technology, steer-by-wire technology has gradually become an essential option for vehicle steering systems, and its safety has become a core technical challenge that major OEMs must overcome.

[0003] The existing technology mainly redundantly designs the road feel simulator, steering actuator and steer-by-wire control module from a safety perspective. In addition, the existing technology provides a steering wheel takeover decision method for dual-steering vehicles based on steer-by-wire, which backs up the control mechanism. This scheme adopts a dual steering wheel structure for the driver and passenger, which has the following shortcomings: large space occupation; requires the vehicle to have L3 or above intelligent driving level, otherwise the patent function cannot be used if the passenger is unattended or the passenger does not know how to drive the vehicle; currently, only Japan allows left and right drive vehicles to be on the road, while other countries only allow single-steering wheel (1) vehicles to be on the road; the takeover decision is also not applicable to vehicles below L3 level.

[0004] There is currently no effective solution to the technical problem that the steering system cannot guarantee occupant safety when the steering wheel system fails. Summary of the Invention

[0005] The main objective of this invention is to provide a steering system, vehicle, and steering system control method for a steer-by-wire passenger vehicle, in order to solve the problem that the steering system in the prior art cannot guarantee the safety of the occupants when the steering wheel system fails.

[0006] To achieve the above objectives, according to one aspect of the present invention, a steering system for a steer-by-wire passenger vehicle is provided. The steering system includes: a steering wheel system comprising a steering wheel, a first angle sensor, and a controller ECU1, wherein the first angle sensor detects a steering wheel angle signal; a backup control mechanism comprising a steering ball, a second angle sensor, and a controller ECU2, wherein the second angle sensor detects a steering ball angle signal; a steering actuator comprising a steering actuator and a third angle sensor, wherein the third angle sensor detects a steering actuator angle signal; and a main controller ECU connected to the steering actuator, wherein the main controller ECU is selectively connected to at least one of controller ECU1 and controller ECU2; when the main controller ECU is connected to controller ECU1, the steering wheel system controls the steering actuator to perform a steering action; when the main controller ECU is connected to controller ECU2, the backup control mechanism controls the steering actuator to perform a steering action.

[0007] Furthermore, the steering wheel has a movable cavity, and the backup control mechanism is movably disposed in the movable cavity. The backup control mechanism has a hidden position and a working position. When the backup control mechanism is in the hidden position, the entire backup control mechanism is located in the movable cavity. When the backup control mechanism is in the working position, at least part of the steering ball is located outside the movable cavity.

[0008] Furthermore, the backup control mechanism includes: a support base having a receiving cavity, in which a steering ball is rotatably disposed; a cover plate connected to the support base, having a limiting opening on the cover plate, through which at least a portion of the steering ball extends to the outside of the receiving cavity; a drive mechanism disposed within the receiving cavity and connected to the support base, the drive mechanism being used to drive the support base to move along the height direction of the movable cavity to a hidden position and a working position; and a corner detection assembly disposed within the receiving cavity, the corner detection assembly including at least a third corner sensor, the corner detection assembly being connected to the controller ECU2; when the support base is in the working position, at least a portion of the steering ball is located outside the movable cavity, and when the support base is in the hidden position, the entire steering ball is located within the movable cavity.

[0009] Furthermore, the drive mechanism includes an elastic element, the first end of which is connected to the bottom of the support base, and the second end of which is connected to the bottom of the movable cavity. The elastic element is telescopically arranged along the height direction of the movable cavity to drive the support base, cover plate, and steering ball to move along the height direction of the movable cavity to a hidden position and a working position.

[0010] Furthermore, the backup control mechanism also includes: a steering ball locking mechanism, at least one steering ball locking mechanism, the steering ball locking mechanism being disposed on the side wall of the active cavity, and / or, the steering ball locking mechanism being disposed on the cover plate, and / or, the steering ball locking mechanism being disposed on the support base; the steering ball locking mechanism has a locking position for locking the steering ball to the steering wheel and a release position for releasing the steering ball from the steering wheel.

[0011] Furthermore, the steering ball locking mechanism is disposed on the side wall of the movable cavity, and the locking positions include a first locking position and a second locking position. When the steering ball locking mechanism is in the first locking position, the steering ball locking mechanism is locked with the support base. When the steering ball locking mechanism is in the second locking position, the steering ball locking mechanism is locked with the cover plate.

[0012] According to another aspect of the present invention, a vehicle is provided, the vehicle including a steering system for a steer-by-wire passenger vehicle, the steering system of which is the aforementioned steering system for a steer-by-wire passenger vehicle.

[0013] According to another aspect of the present invention, a control method for the steering system of a steer-by-wire passenger vehicle is provided. The method is used to control the steering system of the aforementioned steer-by-wire passenger vehicle. The method includes: detecting a steering wheel angle signal and a steering actuator angle signal; determining whether the steering wheel system is malfunctioning based on the steering wheel angle signal and the steering actuator angle signal; and, if it is determined that the steering wheel system is malfunctioning, generating a control command set, the control command set being used to control the steering wheel system to exit the working mode and control a backup control mechanism to enter the working mode; wherein, when the backup control mechanism enters the working mode, the backup control mechanism controls the steering actuator to perform a steering action.

[0014] Furthermore, in the event that a steering wheel system malfunction is determined, the generation of the control command set includes: generating a first control command in the control command set, which is used to lock the steering wheel angle position of the steering wheel system; after locking the steering wheel angle position, generating a second control command in the control command set, which is used to control the backup control mechanism to move from the hidden position to the working position and lock it; with the backup control mechanism already locked in the working position, generating a third control command in the control command set, which is used to control the main controller ECU to disconnect from the controller ECU1 and control the main controller ECU to connect with the controller ECU2; detecting the current wheel angle and adjusting the steering ball angle until the steering ball angle is consistent with the steering actuator angle; and, when the steering ball angle is confirmed to be consistent with the steering actuator angle, rotating the steering ball to control the steering actuator to perform a steering action.

[0015] Furthermore, based on the steering wheel angle signal and the steering actuator angle signal, it is determined whether the steering wheel system is faulty, including: determining whether the steering actuator angle signal and the steering wheel angle signal are consistent; if the steering actuator angle signal and the steering wheel angle signal are inconsistent, it is determined that the steering wheel system is faulty.

[0016] By applying the technical solution of this invention, and by setting up a steering wheel system, a backup control mechanism, a steering actuator, and a main controller ECU, when the steering wheel system malfunctions, the main controller ECU can selectively disconnect from the steering wheel system and connect to the backup control mechanism. This allows the backup control mechanism to take over the vehicle's steering when the steering wheel system fails, enabling the driver to perform steering operations. This solves the technical problem in the prior art where the vehicle steering system cannot guarantee the safety of passengers when the steering wheel system malfunctions, effectively ensuring the safety of the occupants. Attached Figure Description

[0017] The accompanying drawings, which form part of this application, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0018] Figure 1 A schematic diagram illustrating an embodiment of a steering system for a passenger vehicle with steer-by-wire capability according to the present invention is shown.

[0019] Figure 2 A schematic diagram of the structure of a first embodiment of the backup control mechanism according to the present invention is shown;

[0020] Figure 3 A schematic diagram of a second embodiment of the backup control mechanism according to the present invention is shown;

[0021] Figure 4 A schematic diagram of a third embodiment of the backup control mechanism according to the present invention is shown;

[0022] Figure 5 A schematic flowchart illustrating an embodiment of a control method for a steering system of a passenger vehicle with steer-by-wire according to the present invention is shown.

[0023] Figure 6 A hardware structure block diagram of the electronic device of a vehicle according to the present invention is shown;

[0024] Figure 7 A structural block diagram of an embodiment of the control device for the steering system of a passenger vehicle with steer-by-wire according to the present invention is shown.

[0025] The above figures include the following reference numerals:

[0026] 1. Steering wheel; 100. Movable cavity;

[0027] 2. Support base; 200. Receiving cavity;

[0028] 3. Steering ball; 4. Cover plate; 5. Elastic element; 6. Steering ball locking mechanism;

[0029] 7. Angle sensor; 8. Rotary shaft; 9. Steering actuator; A. Friction point. Detailed Implementation

[0030] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0031] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0032] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms can be used interchangeably where appropriate so that the embodiments of this application described herein can be implemented, for example, in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0033] Exemplary embodiments according to this application will now be described in more detail with reference to the accompanying drawings. However, these exemplary embodiments may be implemented in many different forms and should not be construed as being limited to the embodiments set forth herein. It should be understood that these embodiments are provided so that the disclosure of this application is thorough and complete, and that the concept of these exemplary embodiments is fully conveyed to those skilled in the art. In the drawings, for clarity, the thickness of layers and regions may be exaggerated, and the same reference numerals are used to denote the same devices, and therefore their description will be omitted.

[0034] Combination Figures 1 to 4 As shown, according to a specific embodiment of this application, a steering system for a passenger vehicle with steer-by-wire is provided.

[0035] Specifically, the steering system includes a steering wheel system, a backup control mechanism, and a main controller ECU. The steering wheel system includes a steering wheel 1, a first steering angle sensor, and a controller ECU 1. The first steering angle sensor is used to detect the steering wheel angle signal. The backup control mechanism includes a steering ball 3, a second steering angle sensor, and a controller ECU 2. The second steering angle sensor is used to detect the steering ball angle signal. The steering actuator includes a steering actuator and a third steering angle sensor. The third steering angle sensor is used to detect the steering actuator angle signal. The main controller ECU is connected to the steering actuator and can be selectively connected to at least one of controller ECU 1 and controller ECU 2. When the main controller ECU is connected to controller ECU 1, the steering wheel system controls the steering actuator to perform steering actions. When the main controller ECU is connected to controller ECU 2, the backup control mechanism controls the steering actuator to perform steering actions.

[0036] By applying the technical solution of this embodiment, and by setting up a steering wheel system, a backup control mechanism, a steering actuator, and a main controller ECU, when the steering wheel system fails, the main controller ECU can choose to disconnect from the steering wheel system and connect to the backup control mechanism. This allows the backup control mechanism to take over the steering of the vehicle when the steering wheel system fails, and the driver can then perform the steering operation. This solves the technical problem in the prior art that the vehicle steering system cannot guarantee the safety of passengers when the steering wheel system fails, and effectively ensures the safety of the occupants in the vehicle.

[0037] It should be noted that the steer-by-wire passenger vehicle in this embodiment is a single-sided driving vehicle, meaning that only the driver's seat has a steering wheel system. Compared to the existing technology's dual-steering-wheel structure for both the driver and passenger, the single-sided steering wheel system in this embodiment is more in line with practical application scenarios and has higher practicality.

[0038] Furthermore, the steering wheel 1 has a movable cavity 100, within which the backup control mechanism is movably disposed. The backup control mechanism has a concealed position and a working position. When the backup control mechanism is in the concealed position, it is entirely located within the movable cavity 100. When the backup control mechanism is in the working position, at least a portion of the steering ball 3 is located outside the movable cavity 100. This arrangement integrates the steering wheel system with the backup control mechanism, reducing the interior space occupied by the backup control mechanism and facilitating its placement within the vehicle.

[0039] In one exemplary embodiment of this application, the movable cavity 100 is located at the geometric center of the steering wheel 1. The backup operating mechanism is movably disposed along the depth direction of the movable cavity 100, allowing it to move to a concealed position and a working position. Optionally, a movable plate may also be disposed on the steering wheel 1. The movable plate has a blocking position for blocking the opening of the movable cavity 100 and an opening position for opening the opening of the movable cavity 100. When the backup operating mechanism moves to the concealed position, the movable plate is in the blocking position to prevent debris from falling into the movable cavity 100. When the backup operating mechanism is about to move to the working position, the movable plate moves to the opening position. The placement of the movable plate can be adjusted according to actual needs. For example, the movable plate can be slidably disposed along the surface of the steering wheel 1, or it can be rotatably disposed relative to the opening of the movable cavity 100. The movable plate can be a single plate or two plates, which have a connected state and a separated state. When the two plates are connected, the opening of the movable cavity 100 is blocked; when the two plates are separated, the opening of the movable cavity 100 is opened. Correspondingly, a corresponding locking mechanism can also be provided for the movable plate to lock it in the blocked or open position.

[0040] Furthermore, the backup control mechanism includes a support base 2, a cover plate 4, a drive mechanism, and a corner detection component. The support base 2 has a receiving cavity 200, and the steering ball 3 is rotatably disposed within the receiving cavity 200. The cover plate 4 is connected to the support base 2, and a limiting opening is provided on the cover plate 4. At least a portion of the steering ball 3 extends outside the receiving cavity 200 through the cover plate 4. The drive mechanism is disposed within the receiving cavity 200 and is connected to the support base 2. The drive mechanism is used to drive the support base 2 to move along the height direction of the movable cavity 100 to a hidden position and a working position. The corner detection component is disposed within the receiving cavity 200 and includes at least a third corner sensor. The corner detection component is connected to the controller ECU 2. When the support base 2 is in the working position, at least a portion of the steering ball 3 is located outside the movable cavity 100. When the support base 2 is in the hidden position, all of the steering ball 3 is located within the movable cavity 100. By setting the support base 2, the steering ball 3 is positioned and limited. The cover plate 4 can limit the steering ball 3. Part of the steering ball 3 extends outside the receiving cavity 200 through the cover plate 4 for the driver to operate the steering. The remaining steering ball 3 is located inside the receiving cavity 200. The cover plate 4 can prevent the steering ball 3 from coming out of the receiving cavity 200. The cover plate 4 and the support base 2 can be set as an integrated unit.

[0041] Preferably, the angle detection assembly includes an angle sensor 7 and a rotating shaft 8, such as Figure 3As shown, specifically in an exemplary embodiment of this application, three rotating shafts 8 and two angle sensors 7 are provided. Two of the rotating shafts 8 are connected to the angle sensors 7, while the third rotating shaft 8 is not connected to the angle sensor 7. The friction point between the rotating shaft 8 and the steering ball 3 is A. The angle sensor 7 is connected to the controller ECU2 (not shown in the figure). When the steering ball 3 rotates, the friction at friction point A drives the rotating shaft 8 to rotate. The angle sensor 7 transmits the steering ball angle signal of the steering ball 3 to the controller ECU2. In this embodiment, the arrangement of three rotating shafts 8 can ensure that the steering ball 3 is subjected to a balanced force, avoiding wobbling or deviation when the steering ball 3 rotates. Preferably, the three rotating shafts 8 are evenly arranged along the circumference of the steering ball 3, and the included angles between adjacent rotating shafts 8 and the geometric center of the steering ball 3 are equal. Depending on actual needs, four, five, six, or other numbers of rotating shafts 8 and angle sensors 7 can also be provided to obtain multiple measurement data. After error calculation, the most accurate steering ball angle can be obtained, reducing measurement errors.

[0042] Optionally, the drive mechanism can have various specific implementations. For example, a guide rail assembly can be provided on the cavity wall of the movable cavity 100 to cooperate with corresponding components provided on the support base 2, thereby enabling the support base 2 to move along the height direction of the movable cavity 100. The guide rail assembly can be a slide rail, slide groove, rack, or gear transmission mechanism. Corresponding pulleys, gear transmission structures, rack structures, etc., can be provided on the support base 2. Alternatively, a lifting mechanism can be provided at the bottom of the movable cavity 100, connected to the bottom of the support base 2. The lifting mechanism can drive the support base 2 to move along the height direction of the movable cavity 100. The lifting mechanism can be a lifting cylinder or similar structure.

[0043] Furthermore, the drive mechanism includes an elastic element 5. The first end of the elastic element 5 is connected to the bottom of the support base 2, and the second end is connected to the bottom of the movable cavity 100. The elastic element 5 is extendable and retractable along the height direction of the movable cavity 100, thereby moving the support base 2, cover plate 4, and steering ball 3 along the height direction of the movable cavity 100 to a concealed position and a working position. The elastic element 5 makes the position switching of the steering ball 3 more convenient. When the steering wheel system malfunctions and manual steering is required, the steering ball 3 can quickly switch positions using the elastic force of the elastic element 5, saving operation time and further improving the vehicle's driving safety performance.

[0044] Preferably, the elastic element 5 is a telescopic spring, which has an initial state and a compressed state. When the telescopic spring is in the initial state, the steering ball 3 is in the working position; when the telescopic spring is in the compressed state, the steering ball 3 is in the hidden position. This allows the steering ball 3 to be automatically ejected by the elastic force of the telescopic spring when activated, and the ejection process is quick. When the steering ball 3 needs to be retracted, the driver or passenger can simply push it back into the movable cavity 100 from the outside. The ejection and retraction of the steering ball 3 are more effortless and convenient. It should be understood that the retraction process of the steering ball 3 can also be carried out by an additional compression mechanism, i.e., a compression mechanism can be installed in the movable cavity 100 to retract the steering ball 3 into the movable cavity 100.

[0045] Furthermore, the backup control mechanism also includes a steering ball locking mechanism 6, at least one of which is disposed on the side wall of the movable cavity 100, and / or, on the cover plate 4, and / or, on the support base 2; the steering ball locking mechanism 6 has a locking position for locking the steering ball 3 to the steering wheel 1 and a releasing position for releasing the steering ball 3 from the steering wheel 1.

[0046] It should be understood that, depending on actual needs, when there are multiple steering ball locking mechanisms 6, the multiple steering ball locking mechanisms 6 can be evenly distributed along the circumference of the support base 2. After the steering ball 3 and the steering wheel 1 are locked, the force is balanced, avoiding deviation and shaking.

[0047] Specifically, the support base 2 in this scheme has a rectangular cross section. The number of steering ball locking mechanisms 6 can be set according to the dimensions of each side of the rectangular cross section. Optionally, when the support base 2 is cylindrical, the steering ball locking mechanisms 6 can be evenly arranged along the circumference of the support base 2.

[0048] Specifically, the steering ball locking mechanism 6 has multiple implementations, capable of locking any one of the steering ball 3, support base 2, and cover plate 4 to the steering wheel 1. For example, the steering ball locking mechanism 6 can be a limiting protrusion structure that is retractable along the side wall of the movable cavity 100. The support base 2 and cover plate 4 each have a corresponding slot structure or limiting hole structure on their circumferential surface. When the limiting protrusion structure extends into the slot structure or limiting hole structure, locking is achieved. The steering ball locking mechanism 6 can also be a common retractable limiting plate structure. When the steering ball 3, support base 2, and cover plate 4 retract to the hidden position, the limiting plate structure extends, overlapping with the upper surface of the cover plate 4. By setting a reasonable strength for the limiting plate structure, locking of the steering ball 3, support base 2, and cover plate 4 can be achieved. Optionally, the limiting plate structure and limiting protrusion structure can be annular structures provided on the side wall of the movable cavity 100, and the slot structure can be a corresponding annular slot.

[0049] Furthermore, the steering ball locking mechanism 6 is disposed on the side wall of the movable cavity 100, and the locking positions include a first locking position and a second locking position. When the steering ball locking mechanism 6 is in the first locking position, the steering ball locking mechanism 6 is locked to the support base 2; when the steering ball locking mechanism 6 is in the second locking position, the steering ball locking mechanism 6 is locked to the cover plate 4. Figure 2 As shown, at this time, the steering ball locking mechanism 6 is in the first locking position, and at least part of the steering ball 3 is outside the movable cavity 100. After locking, the steering ball 3 can be operated to perform steering operations to prevent the support base 2 from shaking or moving.

[0050] Specifically, both the support base 2 and the cover plate 4 can be provided with a matching mechanism corresponding to the steering ball locking mechanism 6 to lock the support base 2 and the cover plate 4. Alternatively, the matching mechanism can be provided only on the support base 2. For example, when the steering ball locking mechanism 6 is in the second locking position, at least part of the steering ball locking mechanism 6 abuts against the upper surface of the cover plate 4 to fix the steering ball 3 in the hidden position.

[0051] In the steering system described in the above embodiment, the backup control mechanism is hidden within the steering wheel 1. When the steering system fails, the backup control mechanism pops out and replaces the original steering system, allowing the driver to perform steering operations, effectively ensuring the safety of the vehicle occupants. The backup control mechanism, hidden within the steering wheel 1, occupies minimal space; the steering system is located on the driver's side for convenient operation; and in this embodiment, the backup control mechanism is not limited by the level of autonomous driving, thus possessing greater practicality.

[0052] According to another specific embodiment of this application, a vehicle is provided, the vehicle including a steering system for a steer-by-wire passenger vehicle, the steering system of which is the aforementioned steering system for a steer-by-wire passenger vehicle. Specifically, the vehicle can be an intelligent vehicle with autonomous driving capabilities.

[0053] According to one embodiment of the present invention, an embodiment of a control method for a steering system of a steer-by-wire passenger vehicle is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0054] This method embodiment can be executed in an electronic device or similar computing device that includes memory and a processor within a vehicle. Taking an electronic device running in a vehicle as an example, such as... Figure 6As shown, the vehicle's electronic devices may include one or more processors 102 (processors may include, but are not limited to, central processing units (CPUs), graphics processing units (GPUs), digital signal processing (DSP) chips, microprocessors (MCUs), programmable logic devices (FPGAs), neural network processors (NPUs), tensor processors (TPUs), artificial intelligence (AI) type processors, etc.) and a memory 104 for storing data. Optionally, the vehicle's electronic devices may also include a transmission device 106 for communication functions, an input / output device 108, and a display 110. Those skilled in the art will understand that... Figure 6 The structures shown are for illustrative purposes only and do not limit the structure of the electronic devices in the vehicle described above. For example, the electronic devices in a vehicle may include more or fewer components than those described above, or have a different configuration than those described above.

[0055] The memory 104 can be used to store computer programs, such as application software programs and modules, like the computer program corresponding to the information processing method in this embodiment of the invention. The processor 102 executes various functional applications and data processing by running the computer program stored in the memory 104, thereby implementing the aforementioned information processing method. The memory 104 may include high-speed random access memory and may also include non-volatile memory, such as one or more magnetic storage devices, flash memory, or other non-volatile solid-state memory. In some instances, the memory 104 may further include memory remotely located relative to the processor 102, and these remote memories can be connected to the mobile terminal via a network. Examples of such networks include, but are not limited to, the Internet, corporate intranets, local area networks, mobile communication networks, and combinations thereof.

[0056] The transmission device 106 is used to receive or send data via a network. Specific examples of the network described above may include a wireless network provided by the mobile terminal's communication provider. In one example, the transmission device 106 includes a Network Interface Controller (NIC), which can connect to other network devices via a base station to communicate with the Internet. In another example, the transmission device 106 may be a Radio Frequency (RF) module used for wireless communication with the Internet.

[0057] Display 110 may be, for example, a touchscreen liquid crystal display (LCD). This LCD allows a user to interact with the user interface of the mobile terminal. In some embodiments, the mobile terminal has a graphical user interface (GUI), which allows the user to interact with the GUI via finger contact and / or gestures on a touch-sensitive surface. The human-computer interaction functions may optionally include: creating web pages, drawing, word processing, creating electronic documents, playing games, video conferencing, instant messaging, sending and receiving emails, a call interface, playing digital video, playing digital music, and / or web browsing, etc. Executable instructions for performing the above-mentioned human-computer interaction functions are configured / stored in one or more processor-executable computer program products or readable storage media.

[0058] This embodiment provides a control method for the steering system of a steer-by-wire passenger vehicle using electronic devices operating in the aforementioned vehicle. The method is used to control the steering system of the aforementioned steer-by-wire passenger vehicle. Figure 5 This is a flowchart of a control method for a steering system of a steer-by-wire passenger vehicle according to one embodiment of the present invention, such as... Figure 5 As shown, the process includes the following steps:

[0059] Step S100: Detect the steering wheel angle signal and the steering actuator angle signal;

[0060] Step S200: Based on the steering wheel angle signal and the steering actuator angle signal, determine whether the steering wheel system is faulty;

[0061] In step S300, if it is determined that the steering wheel system has malfunctioned, a control command set is generated. The control command set is used to control the steering wheel system to exit the working mode and control the backup control mechanism to enter the working mode. When the backup control mechanism enters the working mode, the backup control mechanism controls the steering actuator to perform steering actions.

[0062] Through the above steps, the steering wheel angle signal and the steering actuator angle signal are detected. Based on these signals, it is determined whether the steering wheel system is malfunctioning. If a malfunction is confirmed, a control command set is generated. This set is used to control the steering wheel system to exit its operating mode and to control the backup control mechanism to enter its operating mode. When the backup control mechanism enters its operating mode, it controls the steering actuator to perform steering actions. This ensures that when the steering wheel system malfunctions, the backup control mechanism can promptly take over steering control, preventing safety issues caused by steering wheel system failures and effectively protecting the safety of the driver and passengers.

[0063] Optionally, in step S300, if a steering wheel system malfunction is determined, generating a control command set includes:

[0064] Step S310: If it is determined that the steering wheel system has malfunctioned, a first control command is generated in the control command set. The first control command is used to lock the steering wheel 1 of the steering wheel system at the turning angle.

[0065] Step S320: After locking the steering wheel 1 of the steering wheel system, a second control command is generated in the control command set. The second control command is used to control the backup control mechanism to move from the hidden position to the working position and lock.

[0066] Step S330: With the backup control mechanism locked in the working position, a third control instruction in the control instruction set is generated. The third control instruction is used to control the main controller ECU to disconnect from the controller ECU1 and to control the main controller ECU to connect with the controller ECU2.

[0067] Step S340: Detect the current wheel rotation angle and adjust the steering ball angle until it matches the steering actuator angle;

[0068] Step S350: When the steering ball rotation angle is consistent with the steering actuator rotation angle, rotate the steering ball to control the steering actuator to perform steering action.

[0069] By following the steps above, when a steering wheel system malfunction is determined, first lock the steering wheel 1's angle position, then control the backup control mechanism to move from the hidden position to the working position and lock it. At this point, disconnect the main controller ECU from the controller ECU1. This avoids connection problems that may be caused by steering takeover before the backup control mechanism is ready. After takeover, detect the current wheel angle and adjust the steering ball angle to match the steering actuator angle, so that the steering ball angle and steering actuator angle remain consistent during subsequent steering control, facilitating driver steering operation.

[0070] Optionally, in step S200, based on the steering wheel angle signal and the steering actuator angle signal, it is determined whether the steering wheel system is faulty, including:

[0071] Step S210: Determine whether the steering actuator angle signal and the steering wheel angle signal are consistent;

[0072] Step S220: If the steering actuator angle signal and the steering wheel angle signal are inconsistent, it is determined that the steering wheel system has malfunctioned.

[0073] By following the steps above, if the steering actuator angle signal and the steering wheel angle signal are inconsistent, a steering wheel system malfunction can be identified. The steering system should be switched promptly to prevent vehicle safety issues. It should be noted that inconsistency between the steering actuator angle signal and the steering wheel angle signal can mean that they exceed a preset error range. This means that a reasonable error is allowed between the two signals. When the difference between the steering actuator angle signal and the steering wheel angle signal is significant, a steering wheel system malfunction is confirmed. The reasonable error range can be determined based on steering accuracy, vehicle driving requirements, etc.

[0074] This embodiment provides a preferred embodiment of a control method for the steering system of a steer-by-wire passenger vehicle. Steering is achieved through a steering wheel system and a main controller ECU. The takeover of steering control is determined by fault detection results. The method includes the following steps:

[0075] 1. The controller ECU1 judges the steering wheel angle signal and the steering actuator angle signal;

[0076] 2. When the steering wheel angle signal changes but the steering actuator angle signal does not change, steering wheel 1 is locked in this position.

[0077] 3. The backup control mechanism pops out and locks vertically;

[0078] 4. The main controller ECU switches from being connected to ECU1 to being connected to ECU2, and the steering function is taken over by the backup control mechanism.

[0079] 5. Based on the current wheel rotation angle, align the steering ball rotation angle with the steering actuator rotation angle.

[0080] 6. When the driver operates the steering ball 3, the controller ECU2 outputs the target signal for the rotation of the steering actuator using a fixed transmission ratio strategy.

[0081] The steering system of the steer-by-wire passenger vehicle in this embodiment performs fault monitoring based on the angle sensor signal, and performs takeover control of the backup control mechanism based on the fault monitoring results. It can be used to control the steering of vehicles with original steering failure, realizing hardware redundancy.

[0082] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods according to the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) and includes several instructions to cause a terminal device (which may be a mobile phone, computer, server, or network device, etc.) to execute the methods described in the various embodiments of the present invention.

[0083] This embodiment also provides a control device for the steering system of a steer-by-wire passenger vehicle. This device is used to implement the above embodiments and preferred embodiments, and details already described will not be repeated. As used below, the term "module" can refer to a combination of software and / or hardware that implements a predetermined function. Although the device described in the following embodiments is preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0084] Figure 7 This is a structural block diagram of a control device for a steering system of a steer-by-wire passenger vehicle according to one embodiment of the present invention, as shown below. Figure 7 As shown, the device includes: a detection module 70 for detecting steering wheel angle signals and steering actuator angle signals; a judgment module 72 for judging whether the steering wheel system is malfunctioning based on the steering wheel angle signals and steering actuator angle signals; and a control module 74 for generating a control command set when a steering wheel system malfunction is determined to have occurred. The control command set is used to control the steering wheel system to exit the working mode and control the backup control mechanism to enter the working mode. When the backup control mechanism enters the working mode, it controls the steering actuator to perform steering actions.

[0085] The aforementioned device detects the steering wheel angle signal and the steering actuator angle signal. Based on these signals, it determines whether the steering wheel system is malfunctioning. If a malfunction is confirmed, a control command set is generated. This set is used to exit the steering wheel system's operating mode and activate the backup control mechanism. Once activated, the backup control mechanism controls the steering actuator to perform steering maneuvers. This ensures that when the steering wheel system malfunctions, the backup control mechanism promptly takes over steering control, preventing safety issues caused by steering wheel system failure and effectively protecting the safety of drivers and passengers.

[0086] It should be noted that the above modules can be implemented by software or hardware. For the latter, they can be implemented in the following ways, but are not limited to: all the above modules are located in the same processor; or, the above modules are located in different processors in any combination.

[0087] Embodiments of the present invention also provide a storage medium storing a computer program, wherein the computer program is configured to execute the steps in any of the above method embodiments when running.

[0088] Optionally, in this embodiment, the storage medium may be configured to store a computer program for performing the following steps:

[0089] Step S1: Detect the steering wheel angle signal and the steering actuator angle signal;

[0090] Step S2: Based on the steering wheel angle signal and the steering actuator angle signal, determine whether the steering wheel system is faulty;

[0091] Step S3: If a steering wheel system malfunction is determined, a control command set is generated. The control command set is used to control the steering wheel system to exit the working mode and control the backup control mechanism to enter the working mode. When the backup control mechanism enters the working mode, the backup control mechanism controls the steering actuator to perform steering actions.

[0092] Optionally, in this embodiment, the storage medium may include, but is not limited to, various media capable of storing computer programs, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0093] Embodiments of the present invention also provide a processor configured to run a computer program to perform the steps in any of the above method embodiments.

[0094] Optionally, in this embodiment, the processor can be configured to perform the following steps via a computer program:

[0095] Step S1: Detect the steering wheel angle signal and the steering actuator angle signal;

[0096] Step S2: Based on the steering wheel angle signal and the steering actuator angle signal, determine whether the steering wheel system is faulty;

[0097] Step S3: If a steering wheel system malfunction is determined, a control command set is generated. The control command set is used to control the steering wheel system to exit the working mode and control the backup control mechanism to enter the working mode. When the backup control mechanism enters the working mode, the backup control mechanism controls the steering actuator to perform steering actions.

[0098] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For instance, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection between units or modules may be electrical or other forms.

[0099] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0100] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0101] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0102] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0103] In addition to the above, it should be noted that the terms "one embodiment," "another embodiment," and "embodiment" used in this specification refer to specific features, structures, or characteristics described in connection with that embodiment, which are included in at least one embodiment described in the general description of this application. The appearance of the same expression in multiple places in the specification does not necessarily refer to the same embodiment. Furthermore, when a specific feature, structure, or characteristic is described in connection with any embodiment, the intention is to suggest that implementing such a feature, structure, or characteristic in conjunction with other embodiments also falls within the scope of this invention.

[0104] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0105] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A steering system for a passenger vehicle with steer-by-wire, characterized in that, The steering system includes: The steering wheel system includes a steering wheel (1), a first angle sensor and a controller ECU1, wherein the first angle sensor is used to detect the steering wheel angle signal; A backup control mechanism, comprising a steering ball (3), a second steering angle sensor, and a controller ECU2, wherein the second steering angle sensor is used to detect the steering ball's steering angle signal; A steering actuator, comprising a steering actuator and a third angle sensor, wherein the third angle sensor is used to detect the steering angle signal of the steering actuator; A main controller ECU is connected to the steering actuator, and the main controller ECU may be selectively connected to at least one of the controller ECU1 and controller ECU2; When the main controller ECU is connected to the controller ECU1, the steering wheel system controls the steering actuator to perform steering actions; when the main controller ECU is connected to the controller ECU2, the backup control mechanism controls the steering actuator to perform steering actions. The steering wheel (1) has a movable cavity (100), and the backup operating mechanism is movably disposed in the movable cavity (100). The backup operating mechanism has a hidden position and a working position. When the backup operating mechanism is in the hidden position, the backup operating mechanism is entirely located in the movable cavity (100). When the backup operating mechanism is in the working position, at least a portion of the steering ball (3) is located outside the movable cavity (100). The backup control mechanism includes: A support base (2) has a receiving cavity (200), and the steering ball (3) is rotatably disposed within the receiving cavity (200); Cover plate (4), the cover plate (4) is connected to the support base (2), the cover plate (4) has a limiting opening, and at least part of the steering ball (3) extends through the cover plate (4) to the outside of the receiving cavity (200); A driving mechanism is disposed in the receiving cavity (200) and connected to the support base (2). The driving mechanism is used to drive the support base (2) to move along the height direction of the movable cavity (100) to the hidden position and the working position. An angle detection component is disposed within the receiving cavity (200), the angle detection component includes at least the third angle sensor, and the angle detection component is connected to the controller ECU2; When the support base (2) is in the working position, at least a portion of the steering ball (3) is located outside the active cavity (100), and when the support base (2) is in the hidden position, the steering ball (3) is entirely located inside the active cavity (100).

2. The steering system for a steer-by-wire passenger vehicle according to claim 1, characterized in that, The drive mechanism includes: The elastic element (5) has its first end connected to the bottom of the support base (2) and its second end connected to the bottom of the movable cavity (100). The elastic element (5) is telescopically arranged along the height direction of the movable cavity (100) to drive the support base (2), the cover plate (4), and the steering ball (3) to move along the height direction of the movable cavity (100) to the hidden position and the working position.

3. The steering system for a steer-by-wire passenger vehicle according to claim 1, characterized in that, The backup control mechanism also includes: Steering ball locking mechanism (6), the steering ball locking mechanism (6) is at least one, the steering ball locking mechanism (6) is disposed on the side wall of the active cavity (100), and / or, the steering ball locking mechanism (6) is disposed on the cover plate (4), and / or, the steering ball locking mechanism (6) is disposed on the support base (2); The steering ball locking mechanism (6) has a locking position for locking the steering ball (3) to the steering wheel (1) and a releasing position for releasing the steering ball (3) from the steering wheel (1).

4. The steering system for a steer-by-wire passenger vehicle according to claim 3, characterized in that, The steering ball locking mechanism (6) is disposed on the side wall of the movable cavity (100). The locking position includes a first locking position and a second locking position. When the steering ball locking mechanism (6) is in the first locking position, the steering ball locking mechanism (6) is locked to the support base (2). When the steering ball locking mechanism (6) is in the second locking position, the steering ball locking mechanism (6) is locked to the cover plate (4).

5. A vehicle, said vehicle comprising a steering system for a passenger car with steer-by-wire, characterized in that, The steering system of the steer-by-wire passenger vehicle is the steer-by-wire passenger vehicle steering system as described in any one of claims 1-4.

6. A control method for the steering system of a steer-by-wire passenger vehicle, the method being used to control the steering system of the steer-by-wire passenger vehicle according to any one of claims 1-4, characterized in that, The method includes: Detect steering wheel angle signal and steering actuator angle signal; Based on the steering wheel angle signal and the steering actuator angle signal, determine whether the steering wheel system is malfunctioning; If a malfunction is determined in the steering wheel system, a set of control instructions is generated. The set of control instructions is used to control the steering wheel system to exit the working mode and to control the backup control mechanism to enter the working mode. When the backup control mechanism enters the working mode, it controls the steering actuator to perform a steering action.

7. The control method for the steering system of a steer-by-wire passenger vehicle according to claim 6, characterized in that, In the event that the steering wheel system has malfunctioned, the generated control command set includes: In the event that the steering wheel system has malfunctioned, a first control instruction is generated in the control instruction set. The first control instruction is used to lock the steering wheel (1) of the steering wheel system. After locking the steering wheel (1) of the steering wheel system, a second control command is generated in the control command set. The second control command is used to control the backup control mechanism to move from the hidden position to the working position and lock it. When the backup control mechanism is locked in the working position, a third control instruction in the control instruction set is generated. The third control instruction is used to control the main controller ECU to disconnect from the controller ECU1 and to control the main controller ECU to connect to the controller ECU2. Detect the current wheel rotation angle and adjust the steering ball angle until it matches the steering actuator angle; When the steering ball angle is determined to be consistent with the steering actuator angle, the steering ball is rotated to control the steering actuator to perform a steering action.

8. The control method for the steering system of a steer-by-wire passenger vehicle according to claim 6, characterized in that, Based on the steering wheel angle signal and the steering actuator angle signal, determine whether the steering wheel system is malfunctioning, including: Determine whether the steering actuator angle signal is consistent with the steering wheel angle signal; If the steering actuator angle signal is inconsistent with the steering wheel angle signal, it is determined that the steering wheel system has malfunctioned.

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