Device and method for simulating and executing road feel of steer-by-wire vehicle

Abstract

This application relates to the fields of automotive electronic control and intelligent technology, and discloses a device and method for simulating road feel in a steer-by-wire vehicle. Specifically, a road feel simulation controller controls a magnetorheological damper to generate a certain damping force based on the torque of a torque and angle sensor, thereby generating road feel based on the generated damping force. Furthermore, the damping provided by the magnetorheological damper is semi-active damping, and will not drag the steering wheel in the event of a control failure. Furthermore, based on the torque of the torque and angle sensor, if the steering wheel determines that a return torque compensation is required, the road feel simulation controller controls a return torque compensation motor to act on a torsional elastic member, causing the torsional elastic member to generate a certain return torque. This return torque is then transmitted to the torque and angle sensor via a first shaft, and then to the steering wheel to implement the steering wheel's return function.

Description

Technical Field

[0001] The present application relates to the fields of automotive electronic control and intelligent technology, and in particular to a device and method for simulating and executing road feel of a steer-by-wire vehicle. Background Art

[0002] Driven by the "new four modernizations" of automobiles, the automobile chassis has gradually shifted from traditional mechanical and hydraulic steering, driving, braking, and suspension systems to electrical circuits replacing traditional operating methods to achieve basic control of the vehicle: the driver's operating instructions such as the steering wheel, brake pedal, and accelerator pedal are first converted into electrical signals, and then transmitted to the control unit by the electrical circuit. The control unit derives the control output signal according to the designed control algorithm and transmits it to the actuator through the electrical circuit for specific execution.

[0003] In traditional vehicles, the steering wheel tires are stimulated by the road surface, generating steering resistance that is fed back to the steering wheel through the steering mechanism, ultimately perceived by the driver as "road feel." This road feel allows the driver to perceive the vehicle's operating status and, to a certain extent, road conditions, and then make appropriate maneuvers based on their actual needs. Extensive data demonstrates the importance of road feel to vehicle safety. However, in fully drive-by-wire vehicles, the steering system's input mechanism eliminates the mechanical connection to the steering system's actuators. Instead, electrical signals transmit the actuator commands to the actuator motors to complete the steering operation.

[0004] In existing steer-by-wire road feel simulation systems, the device that generates road feel can be implemented by a road feel motor. The road feel motor can achieve more precise active control of the road feel feedback torque, but its mechanical connection device is usually more complex and there are problems such as uneven control, delayed response, and motor jamming.

[0005] In addition, the traditional method uses a torsion spring to generate a return torque, the return torque cannot be adjusted, and the return mechanism is prone to failure. Summary of the Invention

[0006] An embodiment of the present application provides a steer-by-wire vehicle road feel simulation execution device to address the problems in the prior art of uneven road feel motor control, delayed response, motor jamming, and the unadjustable return torque of the traditional torsion spring and the easy failure of the return mechanism.

[0007] Correspondingly, an embodiment of the present application also provides a method for executing a steer-by-wire vehicle road feel simulation to ensure the operation and application of the above-mentioned device.

[0008] In order to solve the above technical problems, the present invention discloses a device for simulating and executing road feel of a steer-by-wire vehicle, comprising:

[0009] Magnetorheological damper road feel generating components, return torque generating and compensating components, and road feel simulation controller;

[0010] The magnetorheological damper road feel generating component includes:

[0011] Steering wheel;

[0012] a torque and rotation angle sensor, wherein an input end of the torque and rotation angle sensor is connected to the steering wheel via a steering column;

[0013] a magnetorheological damper, wherein the magnetorheological damper is connected to the torque and angle sensor via a first connecting mechanism;

[0014] The aligning torque generating and compensating component comprises:

[0015] a return torque generating structure, wherein an input end of the return torque generating structure is connected to the torque and rotation angle sensor via a first shaft;

[0016] a return torque compensation motor, the return torque compensation motor being connected to an output end of the return torque generating structure via a second connection mechanism;

[0017] The return torque generating structure includes a torsional elastic member, which is used to generate a return torque by twisting the torsional elastic member under the action of the return torque compensation motor, and act on the steering wheel through the first shaft and the torque and angle sensor;

[0018] The road feel simulation controller is communicatively connected with the torque and rotation angle sensor, the magnetorheological damper, and the aligning torque compensation motor.

[0019] In an embodiment of the present application, a magneto-rheological damper road feel generating assembly is used to generate road feel, a return torque generating and compensating assembly is used to generate a compensating return torque, and a road feel simulation controller is used to control the magnitude of the road feel generated by the magneto-rheological damper road feel generating assembly and the magnitude of the compensating return torque generated by the return torque generating and compensating assembly. Specifically, the magneto-rheological damper road feel generating assembly includes a steering wheel, a torque and angle sensor, and a magneto-rheological damper. The torque generated when the steering wheel rotates is transmitted to the torque and angle sensor via the steering column. The road feel simulation controller controls the magneto-rheological damper to generate a certain amount of damping force based on the torque of the torque and angle sensor, thereby generating road feel based on the generated damping force. The return torque generation and compensation component includes a return torque generation structure and a return torque compensation motor. The return torque generation structure includes a torsional elastic member. The road feel simulation controller controls the return torque compensation motor to act on the torsional elastic member based on the torque of the torque and angle sensor. When it is determined that the steering wheel needs to compensate for the return torque, the torsional elastic member generates a return torque of a certain magnitude. The return torque is then transmitted to the torque and angle sensor through the first shaft, and further transmitted to the steering wheel to realize the return function of the steering wheel.

[0020] Optionally, the magnetorheological damper includes a piston rod;

[0021] The first connecting mechanism includes a gear, a nut, and a lead screw;

[0022] The gear is connected to the first shaft via a key;

[0023] The outer ring surface of the nut is a gear ring structure, and is meshed with the gear through the gear ring structure;

[0024] The lead screw and the piston rod are integrally formed, and one end of the lead screw close to the nut is threadedly connected to the nut.

[0025] The torque of the torque and angle sensor is transmitted to the gear and nut through the first shaft. The screw is threadedly connected to the nut, which can convert the steering motion of the nut into the linear motion of the screw. The screw and the piston rod of the magnetorheological shock absorber are integrally formed. Under the action of the magnetorheological shock absorber, the undamped linear motion of the screw is converted into damped linear motion, thereby generating road feel.

[0026] Optionally, nut brackets are provided at the upper and lower ends of the nut for axially limiting the nut.

[0027] Optionally, the aligning torque generating structure further includes:

[0028] a first ratchet mechanism, wherein an input end of the first ratchet mechanism is connected to the torque and rotation angle sensor via the first shaft; and both the input end and the output end of the first ratchet mechanism are provided with guide grooves;

[0029] a second ratchet mechanism, wherein an input end of the second ratchet mechanism is connected to an output end of the first ratchet mechanism via a second shaft, and an output end of the second ratchet mechanism is connected to the aligning torque compensation motor via a second connecting mechanism;

[0030] a fixed bracket, the fixed bracket being provided between the torque sensor and the first ratchet mechanism and being used to support the first shaft;

[0031] The torsional elastic member comprises:

[0032] a first helical torsion spring, wherein the first helical torsion spring is sleeved outside the first shaft, and one end of the first helical torsion spring is fixed to the fixing bracket, and the other end is disposed in a guide groove at the input end of the first ratchet mechanism;

[0033] A second helical torsion spring is sleeved outside the second shaft, one end of the second helical torsion spring is fixed to the second ratchet mechanism, and the other end is arranged in the guide groove of the output end of the first ratchet mechanism.

[0034] The use of a first ratchet mechanism with a guide groove and a first ratchet mechanism as a follower of the first helical torsion spring and the second helical torsion spring can simply and effectively achieve the generation of the return torque and the compensation of the return torque, while preventing the first helical torsion spring and the second helical torsion spring from fatigue failure due to excessive reaction torque, effectively extending the service life of the first helical torsion spring and the second helical torsion spring.

[0035] Optionally, the first helical torsion spring and the second helical torsion spring have opposite rotation directions.

[0036] The first helical torsion spring and the second helical torsion spring have opposite rotation directions and can generate restoring moments with different rotation directions.

[0037] Optionally, the second connecting mechanism includes:

[0038] A worm connected to the aligning torque compensation motor, a worm wheel meshingly connected to the worm, and a third shaft with two ends respectively connected to the worm wheel and the aligning torque generating structure.

[0039] The aligning torque compensation motor can drive the third shaft to rotate through the worm and worm gear, and then drive the torsional elastic parts in the aligning torque generating structure to generate rotational potential energy through the third shaft, thereby achieving compensation of the aligning torque.

[0040] Optionally, the first ratchet mechanism and the second ratchet mechanism each include an inner rotor and an outer rotor that are meshed and connected;

[0041] One end of the second shaft is rigidly connected to the outer rotor of the first ratchet mechanism, and the other end is rigidly connected to the inner rotor of the second ratchet mechanism;

[0042] The third shaft is rigidly connected to the outer rotor of the second ratchet mechanism.

[0043] Optionally, one end of the first helical torsion spring is fixed to the fixing bracket, and the other end is arranged in a guide groove of the input end of the outer rotor of the first ratchet mechanism;

[0044] One end of the second helical torsion spring is fixed to the outer rotor of the second ratchet mechanism, and the other end is arranged in the guide groove of the output end of the outer rotor of the first ratchet mechanism.

[0045] The present application also discloses a method for simulating the road feel of a steer-by-wire vehicle, which is applied to the steer-by-wire vehicle road feel simulation execution device. The method includes:

[0046] The road feel simulation controller controls the magnetorheological shock absorber to generate a damping force and the magnitude of the damping force according to the torque and the rotation angle sensor; and generates a road feel according to the damping force;

[0047] Furthermore, when the road feel simulation controller determines that the steering wheel requires a return torque based on the torque and the torque of the steering angle sensor, the controller controls the return torque compensation motor to generate a force on the torsional elastic member in the return torque generating structure;

[0048] The torsional elastic member generates a restoring torque through the acting force, and acts on the torque and rotation angle sensor through the first shaft;

[0049] The torque of the torque and rotation angle sensor is generated by the steering wheel and transmitted through the steering column.

[0050] Additional aspects and advantages of the embodiments of the present application will be given in the following description, which will become apparent from the following description or be understood through the practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0051] The above and / or additional aspects and advantages of the present application will become apparent and easily understood from the following description of the embodiments in conjunction with the accompanying drawings, in which:

[0052] Figure 1 A schematic diagram of the structure of a steer-by-wire vehicle road feel simulation execution device provided in an embodiment of the present application;

[0053] Figure 2 A connection diagram of a road feel simulation controller provided in an embodiment of the present application;

[0054] Figure 3 A schematic diagram of the structure of the components of the steer-by-wire vehicle road feel simulation execution device provided in an embodiment of the present application;

[0055] Figure 4 A schematic diagram of the structure of the connection between the first ratchet mechanism, the second ratchet mechanism and the second shaft provided in an embodiment of the present application;

[0056] Figure 5 Schematic diagram of the structure of the second helical torsion spring connected to the first ratchet mechanism provided in an embodiment of the present application.

[0057] Among them, 11-steering wheel; 12-torque and angle sensor; 13-magnetorheological damper; 14-steering column; 15-first connecting mechanism; 151-gear; 152-nut; 153-screw; 154-nut bracket; 16-coupling; 17-second coupling; 21-returning torque generating structure; 211-fixed bracket; 212-first ratchet mechanism; 2121-outer rotor of the first ratchet mechanism; 212a-guide groove; 213-second ratchet mechanism; 2131-inner rotor of the second ratchet mechanism; 214-second shaft; 215-first helical torsion spring; 216-second helical torsion spring; 22-returning torque compensation motor; 23-first shaft; 24-second connecting mechanism; 241-worm; 242-worm wheel; 243-third shaft; 3-road sense simulation controller. DETAILED DESCRIPTION

[0058] The following describes embodiments of the present application in detail. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present application and are not to be construed as limiting the present application.

[0059] It will be understood by those skilled in the art that, unless expressly stated otherwise, the singular forms "a", "an", "said" and "the" used herein may also include the plural forms. It should be further understood that the term "comprising" used in the specification of this application refers to the presence of features, integers, steps, operations, elements and / or components, but does not exclude the presence or addition of one or more other features, integers, steps, operations, elements, components and / or combinations thereof. It should be understood that when we refer to an element as being "connected" or "coupled" to another element, it may be directly connected or coupled to the other element, or there may be intermediate elements. In addition, "connected" or "coupled" as used herein may include wireless connections or wireless couplings. The term "and / or" used herein includes all or any units and all combinations of one or more associated listed items.

[0060] It will be understood by those skilled in the art that, unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by those skilled in the art in the art to which the present invention pertains. It should also be understood that terms such as those defined in common dictionaries should be understood to have meanings consistent with their meanings in the context of the prior art and, unless specifically defined as herein, will not be interpreted in an idealized or overly formal sense.

[0061] In order to solve the technical problems existing in the prior art, the device and method for simulating the road feel of a steer-by-wire vehicle provided in this application are intended to solve at least one of the technical problems in the prior art.

[0062] The following specific embodiments describe in detail the technical solution of the present application and how the technical solution of the present application solves the above-mentioned technical problems. The following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be repeated in some embodiments. The embodiments of the present application will be described below in conjunction with the accompanying drawings.

[0063] The present application embodiment provides a possible implementation method, such as Figure 1 as well as Figure 2 As shown in , the device may include: a magnetorheological damper road feel generating component, a return torque generating and compensating component, and a road feel simulation controller 3; wherein the magnetorheological damper road feel generating component includes:

[0064] Steering wheel 11;

[0065] A torque and rotation angle sensor 12 , wherein an input end of the torque and rotation angle sensor 12 is connected to the steering wheel 11 via a steering column 14 ;

[0066] The magnetorheological damper 13 is connected to the torque and rotation angle sensor 12 via a first connecting mechanism 15 .

[0067] Optionally, the torque and angle sensor 12 is connected to the steering column 14 via a first coupling 16, causing the torque and angle sensor 12 to rotate with the rotation of the steering column 14. Specifically, the steering wheel 11 rotates, generating torque, which is transmitted to the torque and angle sensor 12 via the steering column 14. A first connecting mechanism 15 transmits the torque of the torque and angle sensor 12 to the magnetorheological damper 13. Furthermore, the road feel simulation controller 3 is in communication with the torque and angle sensor 12. Based on the torque received from the torque and angle sensor 12, the road feel simulation controller 3 controls the magnetorheological damper 13 to generate a certain damping force, thereby generating road feel.

[0068] The components for generating and compensating the aligning torque include:

[0069] A return torque generating structure 21, the input end of the return torque generating structure 21 is connected to the torque and rotation angle sensor 12 via a first shaft 23;

[0070] A return torque compensation motor is connected to the output end of the return torque generating structure 21 via a second connecting mechanism 24. The return torque generating structure 21 includes a torsional elastic member, which is used to generate a return torque by twisting the torsional elastic member under the action of the return torque compensation motor, and apply the return torque to the steering wheel 11 via the first shaft 23 and the torque and angle sensor 12.

[0071] The road feel simulation controller 3 is communicatively connected to the torque and rotation angle sensor 12 , the magnetorheological damper 13 , and the aligning torque compensation motor.

[0072] The road feel simulation controller 3 can also determine whether the steering wheel 11 needs to compensate for the return torque based on the torque received from the torque and angle sensor 12. When it is determined that the return torque needs to be compensated, the return torque compensation motor is controlled to execute the action and applied to the return torque generating structure 21 through the second connecting mechanism 24. The return torque generating structure 21 includes a torsional elastic member. The torsional elastic member is further twisted under the action of the return torque compensation motor to generate torsional elastic potential energy to achieve compensation for the return torque. Optionally, the torque and angle sensor 12 is connected to the first shaft 23 through the second coupling 17, and the return torque generated by the torsional elastic member is transmitted to the torque and angle sensor 12 through the first shaft 23. The torque and angle sensor 12 transmits the return torque to the steering wheel 11 through the steering column 14, thereby accurately achieving the return function of the steering wheel 11.

[0073] In the embodiment of the present application, a magnetorheological damper road feel generating assembly is used to generate road feel, a return torque generating and compensating assembly is used to generate a compensating return torque, and a road feel simulation controller 3 is used to control the magnitude of the road feel generated by the magnetorheological damper road feel generating assembly and the magnitude of the compensating return torque generated by the return torque generating and compensating assembly. Specifically, the magnetorheological damper road feel generating assembly includes a steering wheel 11, a torque and angle sensor 12, a magnetorheological damper 13, and a first connecting mechanism 15. The torque generated when the steering wheel 11 rotates is transmitted to the torque and angle sensor 12 via a steering column 14 and then to the magnetorheological damper 13 via the first connecting mechanism 15. In addition, the road feel simulation controller 3 controls the magnetorheological damper 13 to generate a certain damping force based on the torque of the torque and angle sensor 12, thereby generating road feel based on the generated damping force. Furthermore, the damping provided by the magnetorheological damper 13 is semi-active damping, and will not drag the steering wheel 11 in the event of control failure. The return torque generation and compensation component includes a return torque generation structure 21 and a return torque compensation motor. The return torque generation structure 21 includes a torsional elastic member. The road feel simulation controller 3 controls the return torque compensation motor to act on the torsional elastic member based on the torque of the torque and angle sensor 12. When it is determined that the steering wheel 11 needs to compensate for the return torque, the torsional elastic member generates a return torque of a certain magnitude. The return torque is then transmitted to the torque and angle sensor 12 through the first shaft 23, and further transmitted to the steering wheel 11 to realize the return function of the steering wheel 11.

[0074] In an optional embodiment, if Figure 3 As shown, the magnetorheological damper 13 includes a piston rod; the first connecting mechanism 15 includes a gear 151, a nut 152, and a screw 153; the gear 151 is connected to the first shaft 23 through a key; the outer ring surface of the nut 152 is a gear ring structure, and is meshed with the gear 151 through the gear ring structure; the screw 153 is integrally formed with the piston rod, and the end of the screw close to the nut 152 is threadedly connected to the nut 152.

[0075] Gear 151 is connected to first shaft 23 via a key. The torque and rotational angle sensor 12 transmits torque to first shaft 23, which drives gear 151 to rotate. Nut 152, with its outer ring gear structure, meshes with gear 151 through the ring gear structure. This rotation of gear 151 in turn drives nut 152 to rotate. Nut 152 is threadedly connected to one end of a lead screw 153, converting the rotation of nut 152 into linear motion of lead screw 153. The road feel simulation controller 3 controls the magnetorheological damper 13 to generate a certain damping force based on the torque received from the torque and rotational angle sensor 12. The other end of lead screw 153 is integrally formed with the piston rod that controls the magnetorheological damper 13. The damping force generated by the magnetorheological damper 13 converts the undamped linear motion of lead screw 153 into damped linear motion, thereby generating road feel.

[0076] The first connecting mechanism 15 is used to convert the rotational motion of the steering wheel 11 into the linear motion of the lead screw 153, which can reduce the hysteresis of the road feel feedback and shorten the axial dimension of the steering system.

[0077] Optionally, the magnetorheological shock absorber 13 includes a damping force controller. The road feel simulation controller 3 can issue instructions to the damping force controller based on the torque and angle sensor 12. The damping force controller adjusts the magnetic field current of the magnetorheological shock absorber 13 in real time, thereby controlling the damping force generated by the magnetorheological shock absorber 13.

[0078] In an optional embodiment, if Figure 3 As shown, nut 152 brackets are provided at the upper and lower ends of the nut 152 for axially limiting the nut 152 .

[0079] In an optional embodiment, if Figure 1 and Figure 3 As shown, the aligning torque generating structure 21 further includes: a first ratchet mechanism 212, the input end of the first ratchet mechanism 212 is connected to the torque and angle sensor 12 through the first shaft 23; and the input end and the output end of the first ratchet mechanism 212 are both provided with a guide groove 212a;

[0080] A second ratchet mechanism 231, wherein the input end of the second ratchet mechanism 231 is connected to the output end of the first ratchet mechanism 212 via a second shaft 214, and the output end of the second ratchet mechanism 231 is connected to the aligning torque compensation motor 22 via a second connecting mechanism 24;

[0081] A fixed bracket 211 , which is provided between the torque sensor 12 and the first ratchet mechanism 212 and is used to support the first shaft 23 ;

[0082] The torsional elastic member includes:

[0083] A first helical torsion spring 215 is sleeved outside the first shaft 23 , with one end of the first helical torsion spring 215 fixed to the fixing bracket 211 and the other end disposed in the guide groove 212 a at the input end of the first ratchet mechanism 212 ;

[0084] The second helical torsion spring 216 is sleeved outside the second shaft 214 , and one end of the second helical torsion spring 216 is fixed to the second ratchet mechanism 231 , and the other end is disposed in the guide groove 212 a at the output end of the first ratchet mechanism 212 .

[0085] The first shaft 23 can transmit the torque of the torque and the rotation angle sensor 12 to the first ratchet mechanism 212, which in turn transmits the torque to the first helical torsion spring 215 mounted at the input end of the first ratchet mechanism 212. Furthermore, the first ratchet mechanism 212 is connected to the second ratchet mechanism 231 via the second shaft 214, transmitting the torque to the second ratchet mechanism 231. One end of the second helical torsion spring 216 is fixed to the second ratchet mechanism 231, further transmitting the torque to the second helical torsion spring 216. Based on the above, the first helical torsion spring 215 and the second helical torsion spring 216 can generate a certain restoring torque.

[0086] Optionally, a circular hole is provided in the center of the fixing bracket 211 for the passage of the first shaft 23 to support the first shaft 23. The fixing bracket 211 does not rotate with the rotation of the first shaft and is used to secure the first helical torsion spring 215. In an optional embodiment, the first helical torsion spring 215 and the second helical torsion spring 216 have opposite rotation directions. This allows the generation of different aligning torques according to the rotation direction of the steering wheel 11.

[0087] In an optional embodiment, if Figure 3 As shown, the second connecting mechanism 24 includes: a second connecting mechanism 241 connected to the return torque compensation motor 22, a worm gear 242 meshingly connected to the second connecting mechanism 241, and a third shaft 243 whose two ends are respectively connected to the worm gear 242 and the return torque generating structure 21.

[0088] In an optional embodiment, the first ratchet mechanism 212 and the second ratchet mechanism 231 both include an inner rotor and an outer rotor that are meshed together; one end of the second shaft 214 is rigidly connected to the outer rotor 2121 of the first ratchet mechanism, and the other end is rigidly connected to the inner rotor 2131 of the second ratchet mechanism; the third shaft 243 is rigidly connected to the outer rotor of the second ratchet mechanism 231. Figure 4 As shown, Figure 4The diagram shows a structure in which the second shaft 214 is rigidly connected to the outer rotor 2121 of the first ratchet mechanism, and a structure in which the second shaft 214 is rigidly connected to the inner rotor 2131 of the second ratchet mechanism. Optionally, one end of the first shaft 23 is connected to the torque and rotational angle sensor 12 via the second coupling 17, and the other end is rigidly connected to the inner rotor of the first ratchet mechanism 212.

[0089] In the embodiment of the present application, the first ratchet mechanism 212 and the second ratchet mechanism 231 are both clockwise ratchets, that is, when the inner rotor of the ratchet mechanism rotates clockwise, the outer rotating body is not affected by the rotational torque, and when the outer rotor is affected by the clockwise rotational torque, the inner rotating body and the outer rotating body are rigidly connected and are affected by the clockwise rotational torque.

[0090] In an optional embodiment, one end of the first helical torsion spring 215 is fixed to the fixing bracket 211, and the other end is arranged in the guide groove 212a of the input end of the outer rotor 2121 of the first ratchet mechanism; Figure 5 As shown, one end of the second helical torsion spring 216 is fixed to the outer rotor of the second ratchet mechanism 231 , and the other end is disposed in the guide groove 212 a at the output end of the outer rotor 2121 of the first ratchet mechanism.

[0091] Taking clockwise rotation of the steering wheel 11 as an example, this clockwise rotation transmits torque to the torque and angle sensor 12. When the road feel simulation controller 3 determines based on the signals (torque direction and magnitude) from the torque and angle sensor 12 that aligning torque compensation is not required, it controls the aligning torque compensation motor 22 to not operate. The first helical torsion spring 215 releases its stored torsional elastic potential energy, driving the outer rotor 2121 of the first ratchet mechanism to rotate counterclockwise. This locks the rotational direction of the outer rotor 2121 of the first ratchet mechanism with the inner rotor of the first ratchet mechanism 212, driving the first shaft 23, which is integral with the inner rotor of the first ratchet mechanism 212, to rotate counterclockwise.

[0092] The end surface of the outer rotor 2121 of the first ratchet mechanism is provided with a guide groove 212 a , which is arc-shaped. Therefore, the rotation of the outer rotor 2121 of the first ratchet mechanism does not cause a reaction torque of the first helical torsion spring 215 .

[0093] It should be further explained that the rotation of the outer rotor 2121 of the first ratchet mechanism drives the second shaft 214 to rotate, and at the same time drives the inner rotor 2131 of the second ratchet mechanism integrated with the second shaft 214 to rotate. At this time, the outer rotor of the second ratchet mechanism 231 and the inner rotor 2131 of the second ratchet mechanism are in a rotationally unlocked state, so the outer rotor of the second ratchet mechanism 231 does not rotate.

[0094] Optionally, the road feel simulation controller 3 controls the damping force of the magnetorheological shock absorber 13 according to the signal (torque and steering) of the torque and angle sensor 12 to achieve smooth transmission of the return torque, and finally feeds back the counterclockwise return torque to the steering wheel 11 through the first connecting mechanism 15, the torque and angle sensor 12, and the steering column 14.

[0095] Taking the clockwise rotation of the steering wheel 11 as an example, this clockwise rotation transmits torque to the torque and steering angle sensor 12. When the road feel simulation controller 3 determines that the current state requires aligning torque compensation based on the signals (torque direction and magnitude) from the torque and steering angle sensor 12, it issues a command to the aligning torque compensation motor 22 to drive the aligning torque compensation motor 22 to execute the action. This drives the third shaft 243 clockwise via the worm gear 242 and the second connecting mechanism 241. The third shaft 243 is rigidly connected to the outer rotor of the second ratchet mechanism 231, causing the outer rotor of the second ratchet mechanism 231 to rotate clockwise. At this point, the outer rotor of the second ratchet mechanism 231 is locked in rotation with the inner rotor 2131 of the second ratchet mechanism. This in turn drives the outer rotor 2121 of the first ratchet mechanism, which is rigidly connected to the other end of the second shaft 214, to rotate clockwise via the second shaft 214, which is integral with the inner rotor 2131 of the second ratchet mechanism.

[0096] At this time, the outer rotor 2121 of the first ratchet mechanism and the inner rotor of the first ratchet mechanism 212 are in a rotationally unlocked state, so the outer rotor 2121 of the first ratchet mechanism drives the second helical torsion spring 216 to rotate clockwise, thereby increasing the torsional elastic potential energy of the second helical torsion spring 216, realizing compensation for the return torque, and finally realizing the return function of the steering wheel 11.

[0097] The present application also provides a method for simulating the road feel of a steer-by-wire vehicle, which is applied to the steer-by-wire vehicle road feel simulation execution device. The method includes:

[0098] The road feel simulation controller 3 controls the magnetorheological damper 13 to generate a damping force and the magnitude of the damping force according to the torque of the torque and rotation angle sensor 12; and generates a road feel according to the damping force;

[0099] Furthermore, when the road feel simulation controller 3 determines that the steering wheel 11 requires a return torque based on the torque of the torque and steering angle sensor 12, it controls the return torque compensation motor 22 to generate a force on the torsional elastic member in the return torque generating structure 21;

[0100] The torsional elastic member generates a restoring torque through the acting force, and acts on the torque and rotation angle sensor 12 through the first shaft 23;

[0101] The torque of the torque and rotation angle sensor 12 is generated by the steering wheel 11 and transmitted through the steering column 14 .

[0102] In this embodiment of the present application, the road feel simulation controller 3 controls the magnetorheological damper 13 to generate a certain damping force based on the torque of the torque and angle sensor 12. This damping force can generate road feel. Furthermore, the damping provided by the magnetorheological damper 13 is semi-active damping, and will not drag the steering wheel 11 in the event of a control failure. Furthermore, based on the torque of the torque and angle sensor 12, if the road feel simulation controller 3 determines that the steering wheel 11 requires aligning torque compensation, it controls the aligning torque compensation motor 22 to act on the torsional elastic member, causing the torsional elastic member to generate a certain aligning torque. This aligning torque is then transmitted via the first shaft 23 to the torque and angle sensor 12, and further to the steering wheel 11, thereby achieving the aligning function of the steering wheel 11.

[0103] The method for simulating road feel of a steer-by-wire vehicle provided in the embodiment of the present application can achieve Figures 1 to 5 To avoid repetition, the various processes implemented in the embodiments are not described here.

[0104] The above description is merely a preferred embodiment of the present application and an illustration of the technical principles employed. Those skilled in the art should understand that the scope of disclosure in this application is not limited to the technical solutions formed by a specific combination of the above-mentioned technical features, but also encompasses other technical solutions formed by any combination of the above-mentioned technical features or their equivalents without departing from the above-mentioned disclosed concepts. For example, a technical solution formed by replacing the above-mentioned features with (but not limited to) technical features with similar functions disclosed in this application.

Claims

1. A steer-by-wire vehicle road feel simulation execution device, characterized in that: The device comprises: Magnetorheological damper road feel generating components, return torque generating and compensating components, and road feel simulation controller; The magnetorheological damper road feel generating component includes: Steering wheel; a torque and rotation angle sensor, wherein an input end of the torque and rotation angle sensor is connected to the steering wheel via a steering column; a magnetorheological damper, wherein the magnetorheological damper is connected to the torque and angle sensor via a first connecting mechanism; The aligning torque generating and compensating component comprises: a return torque generating structure, wherein an input end of the return torque generating structure is connected to the torque and rotation angle sensor via a first shaft; a return torque compensation motor, the return torque compensation motor being connected to an output end of the return torque generating structure via a second connection mechanism; The return torque generating structure includes a torsional elastic member, which is used to generate a return torque by twisting the torsional elastic member under the action of the return torque compensation motor, and act on the steering wheel through the first shaft and the torque and angle sensor; The road feel simulation controller is communicatively connected with the torque and angle sensor, the magnetorheological damper, and the aligning torque compensation motor; The aligning torque generating structure further includes: a first ratchet mechanism, wherein an input end of the first ratchet mechanism is connected to the torque and rotation angle sensor via the first shaft; and both the input end and the output end of the first ratchet mechanism are provided with guide grooves; a second ratchet mechanism, wherein an input end of the second ratchet mechanism is connected to an output end of the first ratchet mechanism via a second shaft, and an output end of the second ratchet mechanism is connected to the aligning torque compensation motor via a second connecting mechanism; a fixed bracket, the fixed bracket being provided between the torque and rotation angle sensor and the first ratchet mechanism and being used to support the first shaft; The torsional elastic member comprises: a first helical torsion spring, wherein the first helical torsion spring is sleeved outside the first shaft, and one end of the first helical torsion spring is fixed to the fixing bracket, and the other end is disposed in a guide groove at the input end of the first ratchet mechanism; A second helical torsion spring is sleeved outside the second shaft, one end of the second helical torsion spring is fixed to the second ratchet mechanism, and the other end is arranged in the guide groove of the output end of the first ratchet mechanism.

2. The steer-by-wire vehicle road feel simulation execution device according to claim 1, characterized in that: The magnetorheological damper includes a piston rod; The first connecting mechanism includes a gear, a nut, and a lead screw; The gear is connected to the first shaft via a key; The outer ring surface of the nut is a gear ring structure, and is meshed with the gear through the gear ring structure; The lead screw and the piston rod are integrally formed, and one end of the lead screw close to the nut is threadedly connected to the nut.

3. The steer-by-wire vehicle road feel simulation execution device according to claim 2, characterized in that: Nut brackets are provided at the upper and lower ends of the nut for axially limiting the nut.

4. The steer-by-wire vehicle road feel simulation execution device according to claim 1, characterized in that: The first helical torsion spring and the second helical torsion spring have opposite rotation directions.

5. The steer-by-wire vehicle road feel simulation execution device according to claim 1, characterized in that: The second connecting mechanism includes: A worm connected to the aligning torque compensation motor, a worm wheel meshingly connected to the worm, and a third shaft with two ends respectively connected to the worm wheel and the aligning torque generating structure.

6. The steer-by-wire vehicle road feel simulation execution device according to claim 5, characterized in that: The first ratchet mechanism and the second ratchet mechanism each include an inner rotor and an outer rotor that are meshed and connected; One end of the second shaft is rigidly connected to the outer rotor of the first ratchet mechanism, and the other end is rigidly connected to the inner rotor of the second ratchet mechanism; The third shaft is rigidly connected to the outer rotor of the second ratchet mechanism.

7. The steer-by-wire vehicle road feel simulation execution device according to claim 6, characterized in that: One end of the first helical torsion spring is fixed to the fixing bracket, and the other end is arranged in the guide groove of the input end of the outer rotor of the first ratchet mechanism; One end of the second helical torsion spring is fixed to the outer rotor of the second ratchet mechanism, and the other end is arranged in the guide groove of the output end of the outer rotor of the first ratchet mechanism.

8. A method for simulating road feel of a steer-by-wire vehicle, applied to the simulating road feel of a steer-by-wire vehicle according to any one of claims 1 to 7, characterized in that: The method comprises: The road feel simulation controller controls the magnetorheological shock absorber to generate a damping force and the magnitude of the damping force according to the torque and the rotation angle sensor; and generates a road feel according to the damping force; Furthermore, when the road feel simulation controller determines that the steering wheel requires a return torque based on the torque and the torque of the steering angle sensor, the controller controls the return torque compensation motor to generate a force on the torsional elastic member in the return torque generating structure; The torsional elastic member generates a restoring torque through the acting force, and acts on the torque and rotation angle sensor through the first shaft; The torque of the torque and rotation angle sensor is generated by the steering wheel and transmitted through the steering column.

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