Steering travel control method, device, electronic equipment and readable storage medium

Abstract

The application discloses a steering gear stroke control method and device, electronic equipment and a readable storage medium, which are applied to a vehicle to be controlled. The steering gear stroke control method comprises the following steps: acquiring a virtual stroke of a steering gear of the vehicle to be controlled under a preset motor driving force; generating a corresponding target motor driving force according to the virtual stroke of the steering gear; and performing steering gear stroke control on the vehicle to be controlled according to the preset motor driving force and the target motor driving force, so as to obtain a calibrated stroke of the steering gear, wherein the calibrated stroke of the steering gear is less than or equal to an actual mechanical stroke of the steering gear of the vehicle to be controlled. The application solves the technical problem that the steering strokes of different vehicle models of the same platform are different and a new steering gear needs to be added.

Description

Technical Field

[0001] This application relates to the field of vehicle steering technology, and in particular to a steering travel control method, device, electronic device, and readable storage medium. Background Technology

[0002] With the continuous development of technology, vehicle platformization is increasingly favored by vehicle suppliers due to factors such as reducing manufacturing costs and improving vehicle assembly quality. This has made the steering gear, a core component in platform-based EPS (Electric Power Steering) systems, an urgent problem to be solved.

[0003] Currently, taking rack and pinion steering as an example, the steering gear travel is mechanically limited before the vehicle leaves the factory, thus determining the tire turning angle and steering wheel turning angle. However, the turning angle requirements of different vehicles within the same platform are different. Therefore, in the process of vehicle platformization, different steering gears with different steering gear travel are usually configured for different vehicles or mechanical means are used to modify them. That is, once the steering gear travel is mechanically limited, it is difficult to change. Therefore, there is currently a problem that different models on the same platform have different steering travels, requiring the development of new steering gears. Summary of the Invention

[0004] The main objective of this application is to provide a steering gear travel control method, device, electronic device, and readable storage medium, aiming to solve the technical problem in the prior art where different models on the same platform have different steering travel, requiring the addition of a new steering gear.

[0005] To achieve the above objectives, this application provides a steering gear travel control method applied to a vehicle to be controlled, the steering gear travel control method comprising:

[0006] Obtain the virtual travel of the steering gear of the vehicle to be controlled under a preset motor driving force;

[0007] Based on the virtual travel of the steering gear, a corresponding target motor driving force is generated;

[0008] Based on the preset motor driving force and the target motor driving force, the steering gear travel is controlled on the vehicle to be controlled to obtain the steering gear calibration travel, wherein the steering gear calibration travel is less than or equal to the actual mechanical travel of the steering gear of the vehicle to be controlled.

[0009] To achieve the above objectives, this application also provides a steering gear travel control device, applied to a vehicle to be controlled, the steering gear travel control device comprising:

[0010] The acquisition module is used to acquire the virtual travel of the steering gear of the vehicle to be controlled under a preset motor driving force;

[0011] The generation module is used to generate the corresponding target motor driving force based on the virtual stroke of the steering gear;

[0012] The control module is used to control the steering gear travel of the vehicle to be controlled according to the preset motor driving force and the target motor driving force to obtain the steering gear calibration travel, wherein the steering gear calibration travel is less than or equal to the actual mechanical travel of the steering gear of the vehicle to be controlled.

[0013] This application also provides an electronic device comprising: at least one processor and a memory communicatively connected to the at least one processor, the memory storing instructions executable by the at least one processor, the instructions being executed by the at least one processor to enable the at least one processor to perform the steps of the steering gear travel control method described above.

[0014] This application also provides a computer-readable storage medium storing a program for implementing a steering gear travel control method, wherein when the program for the steering gear travel control method is executed by a processor, it implements the steps of the steering gear travel control method as described above.

[0015] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the steering gear travel control method described above.

[0016] This application provides a steering gear travel control method, device, electronic device, and readable storage medium, applied to a vehicle to be controlled. The method involves acquiring the virtual steering gear travel of the vehicle under a preset motor driving force; generating a corresponding target motor driving force based on the virtual steering gear travel; and controlling the steering gear travel of the vehicle under control based on the preset motor driving force and the target motor driving force to obtain a calibrated steering gear travel, wherein the calibrated steering gear travel is less than or equal to the actual mechanical travel of the steering gear of the vehicle under control.

[0017] When the vehicle to be controlled is steerable, this application can first obtain the actual steering travel of the vehicle under the preset motor driving force, and then generate the target motor driving force through the actual steering travel. Finally, the steering travel of the vehicle to be controlled is controlled by the preset motor driving force and the target motor driving force to be used as the steering calibration travel. That is, during the steering travel control process, the actual mechanical travel of the steering gear of the vehicle to be controlled can be changed to the steering calibration travel through the generated target motor driving force. This achieves the purpose of calibrating the steering travel of the vehicle to be controlled based on the original actual mechanical travel of the steering gear through software control.

[0018] Because software control allows the actual mechanical travel of the steering gear of the vehicle to be controlled to be changed to be less than or equal to the calibrated steering gear travel, the steering gear travel of the vehicle can be calibrated based on the already calibrated steering gear travel through software. In the process of vehicle platformization, the same steering gear travel can be adapted to different types of vehicles through software control. Therefore, the purpose of changing the steering gear travel through software control is achieved, thereby calibrating the steering gear travel for different vehicles.

[0019] Based on this, this application obtains the virtual steering travel of the vehicle to be controlled by preset motor drive force, then generates the target motor drive force through the virtual steering travel, and finally controls the steering travel of the vehicle to be controlled to the calibrated steering travel by using the preset motor drive force and the target motor drive force. That is, when calibrating the steering travel of the vehicle to be controlled, it is implemented by software control on the actual mechanical travel of the steering gear, thus achieving the goal of using the same steering travel for mechanical limiting for vehicles on the same vehicle platform. This avoids developing steering gears with different steering travel for different vehicles or using mechanical means to change them during the vehicle platformization process. Therefore, it overcomes the technical defect that once the steering travel is mechanically limited, it is difficult to change, and changing the steering travel requires increased development costs. Thus, it reduces the cost of vehicle platformization, that is, it solves the technical problem that different models on the same platform have different steering travels, requiring the development of new steering gears. Attached Figure Description

[0020] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0021] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0022] Figure 1 A schematic flowchart of the steering gear travel control method provided in Embodiment 1 of this application;

[0023] Figure 2 A partial structural schematic diagram of the rack and pinion steering gear of the steering gear stroke control method provided in Embodiment 1 of this application;

[0024] Figure 3 This is a flowchart illustrating the steering gear travel control method provided in Embodiment 2 of this application;

[0025] Figure 4 This is a schematic diagram of the steering gear stroke control device provided in Embodiment 3 of this application;

[0026] Figure 5 This is a schematic diagram of the structure of the electronic device provided in Embodiment 4 of this application.

[0027] The purpose, features, and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0028] To make the above-mentioned objects, features, and advantages of the present invention more apparent and understandable, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0029] Example 1

[0030] First, it should be understood that the automotive industry typically considers platformization during development, such as the development of passenger cars or commercial vehicles. In the process of vehicle platformization, the development of the steering system, as a core component, becomes paramount. Electric steering systems with tie rod assemblies or mechanical steering systems with tie rod assemblies are both defined as steering system structural components. Currently, vehicle platformization often encompasses various vehicle types, such as SUVs (sport utility vehicles), MPVs (multi-purpose vehicles), and sedans. Different vehicle types have different hard points and tire turning angles, and even the same vehicle may have multiple configurations. This inevitably leads to the issue of adjusting the steering system travel during vehicle platformization. The calibrated steering system travel determines the limits of the steering wheel and tire turning angles. Both the steering wheel and tire turning angles increase with increasing steering system travel. For example, with a rack and pinion steering system, the steering angle under rack travel is typically between 30° and 40°. Due to differences in steering angles among vehicles, the steering gear settings also differ. To address the issue of setting steering gear travel for different vehicles, current methods typically involve developing steering gears with corresponding travel sizes for the same type of vehicle, or having developers actively modify the internal structure of the steering gear to adjust the travel. However, both of these methods undoubtedly increase steering gear costs. Therefore, there is an urgent need for a method to reduce the cost of vehicle platformization. Furthermore, in configuring steering gear travel for different types of vehicles, assembly errors may occur due to their highly similar shapes. If a steering gear travel of the same size could be applied to different types of vehicles, and the steering gear travel could be dynamically calibrated for different vehicle types, the aforementioned technical problems could be solved. Therefore, this application proposes a steering gear travel control method.

[0031] This application provides a steering gear travel control method, applied to a vehicle to be controlled. In the first embodiment of the steering gear travel control method of this application, referring to... Figure 1 The steering gear travel control method includes:

[0032] Step S10: Obtain the virtual travel of the steering gear of the vehicle to be controlled under a preset motor driving force;

[0033] Step S20: Generate the corresponding target motor driving force based on the virtual stroke of the steering gear;

[0034] Step S30: Based on the preset motor driving force and the target motor driving force, perform steering gear stroke control on the vehicle to be controlled to obtain the steering gear calibration stroke, wherein the steering gear calibration stroke is less than or equal to the actual mechanical stroke of the steering gear of the vehicle to be controlled.

[0035] In this embodiment, it should be noted that, although Figure 1 The logical order is shown, but in some cases, the steps shown or described may be performed in a different order than that shown here. The steering gear travel control method is applied to the vehicle to be controlled, which is used to characterize a vehicle platform covered by the vehicle, specifically a commercial vehicle or a passenger vehicle, etc. The vehicle to be controlled is equipped with an ESP (Electronic Power Steering) system. The steering gear, by calibrating the steering gear travel in the ESP system, can make the vehicle to be controlled turn to a steering angle that meets the steering requirements, specifically the rack travel of a rack and pinion steering system. For example, in one implementable manner, refer to... Figure 2 , Figure 2 The diagram shows a partial structure of a rack and pinion steering gear. The rack and pinion steering gear can be simplified as a model consisting of the input shaft centerline, the rack centerline, the steering tie rod centerline, and the steering gear mounting surface. 11 is the rack of the rack and pinion steering gear, 12 is the housing of the rack and pinion steering gear, and 13 is the retaining ring of the rack and pinion steering gear at the limit steering position.

[0036] Additionally, it should be noted that the actual mechanical travel of the steering gear is used to characterize the steering gear travel for uniform mechanical limiting of all vehicles on the platform. Specifically, it can be 100mm, 150mm, or 200mm, etc. That is, for all vehicles within the platform, the actual mechanical travel of the steering gear is uniformly installed. The magnitude of the actual mechanical travel is determined by the maximum steering angle of all vehicles within the platform, ensuring that all vehicles within the platform can be calibrated to the required steering gear travel via software control. The steering gear calibration travel is used to characterize the calibrated steering gear travel; that is, after obtaining the steering gear calibration travel, the... The vehicle can be steered within the calibrated steering travel. The virtual steering travel is used to characterize the virtually calculated steering travel. Specifically, it can be calculated by the developers during the process of calibrating the steering travel of the vehicle to be controlled, by applying the motor driving force and the steering angle under the motor driving force. For example, in one feasible approach, assuming the applied motor driving force is T1, the linear angle transmission ratio is i, and the steering angle is α, then T1, i, and α are input into a preset steering travel calculation model to calculate the virtual steering travel. The steering angle can be acquired by the steering angle sensor in the ESP system.

[0037] Additionally, the target motor driving force is used to characterize the motor driving force set for calibrating the steering gear travel. Specifically, it can be a steering balancing force, that is, a motor driving force with the same magnitude but opposite direction to the preset motor driving force, which can counteract the steering effect of the preset motor driving force. Before the vehicle to be controlled is calibrated, the developers know the steering gear calibration travel of the vehicle to be controlled and the actual mechanical travel of the steering gear in the platform. Therefore, to calibrate the steering gear calibration travel based on the actual mechanical travel of the steering gear, the determination depends on the steering angle. For example, in one feasible approach, it is assumed that the steering gear under normal conditions... The steering angle of the actual mechanical travel of the steering gear is β1, and the steering angle of the steering gear's calibrated travel is β2. If β2 = β1, then the steering gear must achieve the same effect at the calibrated travel of the actual mechanical travel as the steering gear at the actual mechanical travel of the steering gear, where the steering wheel cannot be turned any further. Therefore, a target motor driving force that can counteract the preset motor driving force is applied at the calibrated travel of the actual mechanical travel of the steering gear. This ensures that even if the motor driving force is increased further, the steering gear travel cannot be changed. In other words, the steering gear travel is calibrated at the calibrated travel of the steering gear.

[0038] Additionally, it should be noted that when determining whether to generate the target motor driving force based on the steering angle, the steering angle corresponding to the actual mechanical travel of the steering gear is first used as the calibration steering angle, and the preset steering angles corresponding to different preset steering gear travels are obtained in advance. If the preset steering angle is equal to the calibration steering angle, the preset steering gear travel corresponding to that angle is calibrated as the position for generating the target motor driving force. After the calibration position is determined, the steering gear of the vehicle to be controlled is controlled to generate the actual steering gear travel by applying the preset motor driving force. Then, after the angle determination is completed, the target motor driving force is generated. Thus, the vehicle to be controlled is controlled to move forward to the specified travel by the target motor driving force and the preset motor driving force to obtain the steering gear calibration travel, or the vehicle to be controlled is controlled to be at the current travel to obtain the steering gear calibration travel.

[0039] Additionally, it should be noted that the generation of the target motor driving force is determined by the ESP system. For example, in one feasible approach, the ESP system first identifies the torque value of the preset motor driving force through a torque sensor, and then calculates the motor torque that is the same as the steering wheel torque value. Based on the motor torque, the system controls the motor to provide assistance in the opposite direction to the preset motor driving force. If the magnitude of the preset motor driving force increases, the motor also increases its output torque to increase the motor driving force by the same amount as the increase in the preset motor driving force.

[0040] As an example, steps S10 to S30 include: obtaining the actual steering angle of the vehicle to be controlled under a preset motor driving force; calculating the virtual steering travel of the vehicle to be controlled based on the actual steering angle, the preset motor driving force, and a preset line angle transmission ratio; detecting the travel difference between the virtual steering travel and the steering travel corresponding to the calibrated steering angle; generating a target motor driving force based on the travel difference; and controlling the steering travel of the vehicle to be controlled based on the preset motor driving force and the target motor driving force to obtain the calibrated steering travel. The calibrated steering travel is less than or equal to the actual mechanical travel of the vehicle to be controlled. When the calibrated steering travel is equal to the actual mechanical travel, the vehicle to be controlled is calibrated using the uniformly set actual mechanical travel within the platform. When the calibrated steering travel is less than the actual mechanical travel, the vehicle to be controlled is calibrated using a specific steering travel based on the actual mechanical travel.

[0041] In one feasible approach, the specific steps of detecting the travel difference between the virtual steering travel and the steering travel corresponding to the calibrated steering angle, and generating a target motor driving force based on the travel difference, can be as follows: if the travel difference between the virtual steering travel and the steering travel corresponding to the calibrated steering angle is detected to be zero, then the travel difference is generated to generate a steering balance force that is the same in magnitude and opposite in direction to the preset motor driving force. During the steering travel calibration process, the steering balance force is always the same in magnitude as the preset motor driving force; that is, if the developer continues to increase the preset motor driving force, the generated steering balance force can also offset it.

[0042] This application embodiment obtains the actual steering angle of the vehicle under control under a preset motor driving force, and then calculates the virtual steering travel based on the actual steering angle and the preset motor driving force. When the travel difference between the virtual steering travel and the steering travel corresponding to the calibrated steering angle is detected to be zero, a target motor driving force with the same magnitude but opposite direction to the preset motor driving force is generated. Finally, the steering travel of the vehicle under control is controlled according to the preset motor driving force and the target motor driving force to obtain the calibrated steering travel. This allows for software control of the actual mechanical travel of the steering gear during the calibration of the vehicle's steering travel, achieving the goal of using the same steering travel for calibration across vehicle platform models. This avoids developing steering gears with different travel for different vehicles or using mechanical means to modify them during the vehicle platformization process. Therefore, it overcomes the technical drawback of steering travel being difficult to change once calibrated, and the increased development costs associated with changing steering travel, thus reducing the cost of vehicle platformization.

[0043] The target motor driving force includes the same-direction driving force of the preset motor driving force and the opposite-direction driving force of the preset motor driving force. The step of generating the corresponding target motor driving force based on the virtual travel of the steering gear includes:

[0044] Step A10: Detect whether the virtual travel of the steering gear of the vehicle to be controlled is the steering gear limit travel;

[0045] Step A20: If yes, then generate the reverse driving force of the motor;

[0046] Step A30: If not, then generate the same-direction driving force for the motor.

[0047] In this embodiment, it should be noted that the steering limit travel is used to characterize the steering travel that limits further movement, that is, the steering travel corresponding to the calibrated steering angle. During the process of calibrating the steering travel of the vehicle to be controlled via software control, in addition to calibrating the fixed travel, the user's steering experience can also be improved by the motor driving force provided by the motor. That is, during the process of developers providing a preset motor driving force to calibrate the steering travel, a motor driving force in the same direction can be provided within a travel range where the virtual steering travel is less than the steering travel corresponding to the calibrated steering angle. Here, the motor driving force in the same direction refers to the motor driving force in the same direction as the preset motor driving force. The magnitude of the motor driving force in the same direction is set by the developers according to the calibration requirements, thereby allowing the developers to... During calibration, a smaller force is used to move the rack travel the same distance. For example, in one feasible method, assuming the steering gear of the vehicle to be controlled is a rack and pinion steering gear and the calibrated travel of the steering gear is 2L, the actual rack travel time t under the preset motor driving force T2 is L, then a motor driving force T3 with the same magnitude and direction as the preset motor driving force is generated at the position where the actual rack travel is L. Thus, the time taken for the rack travel to move the distance L-2L is t / 2. The motor reverse driving force refers to the motor driving force in the opposite direction to the preset motor driving force. Specifically, it can be a steering balance force, or it can be a motor driving force that makes the steering wheel angle and tire angle of the vehicle to be controlled less than the preset motor driving force within a preset error range.

[0048] As an example, steps A10 to A30 include: determining whether the virtual steering travel of the vehicle to be controlled is a steering limit travel by comparing the actual steering angle and the calibrated steering angle of the virtual steering travel; if the actual steering angle and the calibrated steering angle of the virtual steering travel are consistent, then the virtual steering travel of the vehicle to be controlled is determined to be a steering limit travel, and a steering balance force is generated; if the actual steering angle and the calibrated steering angle of the virtual steering travel are inconsistent, then the virtual steering travel of the vehicle to be controlled is determined not to be a steering limit travel, and the motor driving force in the same direction is generated. Because a motor driving force in the same direction as the preset motor driving force can be generated before the steering gear travel of the vehicle to be controlled reaches the steering travel corresponding to the calibrated steering angle, the vehicle to be controlled can move to the steering travel corresponding to the calibrated steering angle under the combined action of the preset motor driving force and the motor driving force in the same direction as the preset motor driving force. This allows the driver to perform steering operations with a smaller motor driving force. When the steering gear travel of the vehicle to be controlled reaches the steering travel corresponding to the calibrated steering angle, the steering gear calibration travel is obtained by calibrating the mutually canceling steering balance force and the preset motor driving force. Therefore, the cost of vehicle platformization is reduced while the driver's steering experience is improved.

[0049] In one feasible approach, during the movement of the steering gear calibration stroke of the vehicle to be controlled, a motor driving force in the same direction as the preset motor driving force is always provided by the motor, and when the vehicle moves to the steering gear calibration stroke, a steering balance force in the opposite direction and of the same magnitude as the preset motor driving force is provided by the motor, so as to calibrate the steering gear calibration stroke.

[0050] The motor driving force in the same direction includes a first driving force in the same direction and a second driving force in the same direction, wherein the first driving force in the same direction is less than the second driving force in the same direction, and the step of generating the motor driving force in the same direction includes:

[0051] Step B10: Detect whether the steering virtual travel of the vehicle to be controlled is the steering protection travel, where the steering protection travel refers to the steering travel for end protection.

[0052] Step B20, if yes, then generate the first unidirectional driving force based on the first travel difference between the steering gear protection travel and the steering gear limit travel;

[0053] Step B30: If not, then generate the second unidirectional driving force.

[0054] In this embodiment, it should be noted that the steering gear of the vehicle to be controlled is usually equipped with an end-of-life protection function to prevent impacts on the internal metal parts of the steering gear. During the calibration of the steering gear travel of the vehicle to be controlled using software control, the end-of-life protection function can also be implemented based on the virtual travel of the steering gear through software control. The steering gear protection travel refers to the steering gear travel for end-of-life protection, that is, the same-direction steering force between the steering gear protection travel and the steering gear limit travel is less than the same-direction driving force of the motor from the zero travel to the steering gear protection travel, thereby avoiding the impact problem of the internal metal parts of the steering gear within the steering gear protection travel.

[0055] As an example, steps B10 to B30 include: detecting whether the virtual travel of the steering gear of the vehicle to be controlled is the steering gear protection travel; if the virtual travel of the steering gear is detected to be the steering gear protection travel, then the steering gear protection travel and the steering gear limit travel are subtracted to obtain a first travel difference value, and a first unidirectional driving force is generated based on the first travel difference value, wherein there is a mapping relationship between the first travel difference value and the first unidirectional driving force, and the larger the first travel difference value, the smaller the first unidirectional driving force; if the virtual travel of the steering gear is detected not to be the steering gear protection travel, then a second unidirectional driving force is generated.

[0056] Prior to the step of obtaining the virtual steering travel of the vehicle under the preset motor driving force, the steering travel control method further includes:

[0057] Step C10: Obtain the actual mechanical travel of the steering gear of the vehicle to be controlled;

[0058] Step C20: Determine the steering limit travel of the vehicle to be controlled based on the actual mechanical travel of the steering gear and the first steering gear travel corresponding to the vehicle to be controlled.

[0059] In this embodiment, it should be noted that before steering gear travel control, the specific limit position needs to be calibrated by software, i.e., the steering gear limit travel needs to be determined. When the steering gear of the vehicle to be controlled reaches the steering gear limit travel under the preset motor driving force, the motor provides a steering balance force that is the same in magnitude but opposite in direction to the preset motor driving force. As the preset motor driving force increases, the steering balance force also increases to the magnitude of the preset motor driving force to counteract the increase in steering wheel angle during steering. Thus, without changing the original mechanical structure of the steering gear, the steering gear travel of the vehicle to be controlled can be calibrated to the steering gear calibration travel. For example, in a... In the implementation method, assuming the steering gear is a rack and pinion steering gear, the actual mechanical travel L1 of the steering gear, which is uniformly calibrated for all vehicles in the platform, is first obtained. Then, the first steering gear travel L2 is calibrated through calibration software or based on the vehicle's overall configuration parameters. Finally, the difference between the two is used to obtain the steering gear limit travel L3, i.e., L3 = L1 - L2. After obtaining the steering gear limit travel L3, the steering wheel angle A1 of the vehicle to be controlled at the limit position is calculated through L3 and the rack and pinion line angle transmission ratio, i.e., A1 = L2 / i. This is so that when the subsequent ESP system detects the steering angle as A1 through the angle sensor, it can generate a steering balance force that matches the preset motor driving force.

[0060] As an example, steps C10 to C20 include: obtaining the actual mechanical travel of the steering gear of the vehicle to be controlled, wherein the method of obtaining the travel can be input by the user through a preset calibration interface; and subtracting the actual mechanical travel of the steering gear from the first steering gear travel corresponding to the vehicle to be controlled to obtain the steering gear travel of the vehicle to be controlled. That is, by determining the limit position before steering gear travel control using the actual mechanical travel of the steering gear and the first steering gear travel, the steering gear limit travel is obtained, thus laying the foundation for calibrating the steering gear calibration travel of the vehicle to be controlled, and further laying the foundation for reducing the cost of vehicle platformization.

[0061] The step of determining the steering limit travel of the vehicle to be controlled based on the actual mechanical travel of the steering gear and the first steering gear travel corresponding to the vehicle to be controlled includes:

[0062] Step D10: Detect whether the first steering angle corresponding to the second travel difference between the actual mechanical travel of the steering gear and the first steering gear travel corresponding to the vehicle to be controlled is the calibrated steering angle corresponding to the actual mechanical travel of the steering gear.

[0063] Step D20: If yes, then the second travel difference is used as the steering gear limit travel.

[0064] Step D30: If not, adjust the first steering gear travel, take the adjusted first steering gear travel as the first steering gear travel, and return to the execution step: detect whether the first steering angle corresponding to the second travel difference between the actual mechanical travel of the steering gear and the first steering gear travel corresponding to the vehicle to be controlled is the calibrated steering angle under the actual mechanical travel of the steering gear, until the steering gear limit travel is obtained.

[0065] In this embodiment, it should be noted that during the process of pre-calibrating the first steering gear travel, there are usually multiple calibration processes, so that the steering gear calibration travel of the vehicle to be controlled meets the travel requirements. That is, the steering angle of the vehicle to be controlled at the steering gear limit travel is the steering angle calibrated by the vehicle to be controlled at the actual mechanical travel of the steering gear under normal circumstances.

[0066] As an example, steps D10 to D30 include: subtracting the actual mechanical travel of the steering gear from the first steering gear travel corresponding to the vehicle to be controlled to obtain a second travel difference value; calculating a first steering angle based on the second travel difference value and a preset line angle transmission ratio; and detecting whether the first steering angle is the calibrated steering angle corresponding to the actual mechanical travel of the steering gear; if the first steering angle is detected to be the calibrated steering angle corresponding to the actual mechanical travel of the steering gear, then the second travel difference value is used as the steering gear limit travel; if the second steering angle is detected to be not the calibrated steering angle, then the first steering gear travel is adjusted according to the first adjustment command input by the user to obtain the adjusted first steering gear travel; the adjusted first steering gear travel is used as the first steering gear travel, and the process returns to the execution step: detecting whether the first steering angle corresponding to the second travel difference value between the actual mechanical travel of the steering gear and the first steering gear travel corresponding to the vehicle to be controlled is the calibrated steering angle under the actual mechanical travel of the steering gear, until the steering gear limit travel is obtained. When the first steering angle corresponding to the second travel difference is not the calibrated steering angle, the first steering gear travel will be actively adjusted to meet the steering angle requirements of the vehicle to be controlled, thus laying the foundation for accurately limiting the steering gear calibrated travel.

[0067] The steering gear travel control method further includes:

[0068] Step E10: Detect whether the second steering angle corresponding to the third travel difference between the steering gear limit travel and the second steering gear travel is the calibrated steering angle;

[0069] If the third travel difference is true, then the steering gear protection travel will be used as the third travel difference.

[0070] Step E30: If not, adjust the second steering gear travel, use the adjusted second steering gear travel as the second steering gear travel, and return to the execution step: detect whether the second steering angle corresponding to the third travel difference between the steering gear limit travel and the second steering gear travel is the calibrated steering angle.

[0071] In this embodiment, it should be noted that, similarly, when the vehicle to be controlled is located at the end of the steering gear protection stroke for end protection, the specific protection position needs to be calibrated by software, that is, the steering gear protection stroke needs to be determined. When the steering gear of the vehicle to be controlled reaches the steering gear limit stroke under the preset motor driving force, the motor provides a first unidirectional driving force that is less than the second unidirectional driving force provided in the early stage of steering, thereby avoiding the risk of collision between metal components inside the steering gear during the steering process. For example, in one feasible method, assuming the steering gear is a rack and pinion steering gear, the end protection position L4 is preset first, then L5 = L2 - L4. After obtaining the steering gear protection stroke L5, the steering wheel angle A2 of the vehicle to be controlled at the limit position is calculated by L5 and the rack and pinion line angle transmission ratio, that is, A2 = L5 / i, so that when the subsequent ESP system detects the steering angle as A2 by the angle sensor, it generates a motor unidirectional driving force matching the preset motor driving force.

[0072] As an example, steps E10 to E30 include: subtracting the actual mechanical travel of the steering gear from the second steering gear travel corresponding to the vehicle to be controlled to obtain a third travel difference value; calculating a second steering angle based on the second travel difference value and a preset line angle transmission ratio; and detecting whether the second steering angle is the calibrated steering angle corresponding to the actual mechanical travel of the steering gear, wherein the second steering gear travel is a steering gear travel preset in advance for end protection; if the second steering angle is detected to be the calibrated steering angle corresponding to the actual mechanical travel of the steering gear, then the third travel difference value is used as the steering gear protection travel; if the second steering angle is detected to be different from the calibrated steering angle, then the second steering gear travel is adjusted according to the second adjustment command input by the user to obtain the adjusted second steering gear travel; the adjusted second steering travel is used as the second steering gear travel, and the process returns to the execution step: detecting whether the second steering angle corresponding to the third travel difference value between the steering gear limit travel and the second steering gear travel is the calibrated steering angle, until the steering gear protection travel is obtained. When the second steering angle corresponding to the third travel difference is not the calibrated steering angle, the second steering gear travel will be actively adjusted to meet the end protection requirements of the vehicle to be controlled, that is, to lay the foundation for end protection of the vehicle to be controlled during the steering process.

[0073] This application provides a steering gear travel control method applied to a vehicle to be controlled. The method involves obtaining the virtual steering gear travel of the vehicle under a preset motor driving force; generating a corresponding target motor driving force based on the virtual steering gear travel; and controlling the steering gear travel of the vehicle under control based on the preset motor driving force and the target motor driving force to obtain a calibrated steering gear travel, wherein the calibrated steering gear travel is less than or equal to the actual mechanical travel of the steering gear of the vehicle under control.

[0074] In this embodiment of the application, when the vehicle to be controlled is steerable, the actual steering travel of the vehicle under the preset motor driving force can be obtained first. Then, a target motor driving force is generated through the actual steering travel. Finally, the steering travel of the vehicle under control is controlled by the preset motor driving force and the target motor driving force to be calibrated. That is, during the steering travel control process, the actual mechanical travel of the steering gear of the vehicle under control can be changed to the steering gear calibration travel through the generated target motor driving force. This achieves the purpose of calibrating the steering travel of the vehicle under control based on the original actual mechanical travel of the steering gear through software control.

[0075] Because software control allows the actual mechanical travel of the steering gear of the vehicle to be controlled to be changed to be less than or equal to the calibrated steering gear travel, the steering gear travel of the vehicle can be calibrated based on the already calibrated steering gear travel through software. In the process of vehicle platformization, the same steering gear travel can be adapted to different types of vehicles through software control. Therefore, the purpose of changing the steering gear travel through software control is achieved, thereby calibrating the steering gear travel for different vehicles.

[0076] Based on this, this application obtains the virtual steering travel of the vehicle to be controlled by preset motor drive force, then generates the target motor drive force through the virtual steering travel, and finally controls the steering travel of the vehicle to be controlled to the steering travel calibration travel by using the preset motor drive force and the target motor drive force. That is, when calibrating the steering travel of the vehicle to be controlled, it is achieved by software control on the actual mechanical travel of the steering gear, thus achieving the goal of using the same steering travel for calibration of vehicles on the same vehicle platform. This avoids developing steering gears with different steering travel for different vehicles or using mechanical means to change them during the vehicle platformization process. Therefore, it overcomes the technical defect that once the steering travel is mechanically limited, it is difficult to change, and changing the steering travel requires increasing development costs. Thus, it reduces the cost of vehicle platformization, that is, it solves the technical problem that different models on the same platform have different steering travels, requiring the development of new steering gears.

[0077] Example 2

[0078] Furthermore, referring to Figure 3In another embodiment of this application, content that is the same as or similar to that in Embodiment 1 described above can be referred to the above description and will not be repeated hereafter. Based on this, the steering gear travel control method further includes:

[0079] Step F10: Obtain at least one third steering angle based on the calibrated motor driving force of the vehicle to be controlled within a preset calibration time period;

[0080] Step F20: Calculate the calibrated steering angle based on each of the third steering angles;

[0081] Step F30: Determine the actual mechanical travel of the steering gear of the vehicle to be controlled based on the calibrated steering angle.

[0082] In this embodiment, it should be noted that, under normal circumstances, the steering wheel of the vehicle to be controlled is located in the center position. However, in some special cases, there may be a certain offset. Therefore, before calibrating the steering limit travel and steering protection travel, it is necessary to perform four-wheel alignment and steering wheel center position calibration on the vehicle to be controlled. After the steering wheel is calibrated, the steering angle corresponding to the steering angle signal sent by the vehicle to be controlled from the center position of the steering wheel is zero. Then, a unified steering travel is calibrated for all vehicles in the platform (based on the maximum required steering travel among all vehicles in the platform). The calibration motor drive force is used to characterize the electric force applied to uniformly calibrate the steering travel of all vehicles in the platform. The steering wheel of the vehicle under control can be rotated to its left and right extreme positions under the driving force of the calibrated motor. To avoid calibration errors, it can stay at the extreme position for a certain period of time. That is, the steering wheel of the vehicle under control is always at the left or right extreme position during the preset calibration period. Then, the third steering angle is collected by the steering angle sensor. The third steering angle is used to characterize the steering angle of the steering wheel when the vehicle under control is calibrated. At the same time, to avoid single calibration errors, the third steering angles obtained from multiple calibrations are averaged to obtain the calibrated steering angle. Then, the actual mechanical travel of the steering gear of the vehicle under control is calculated by the line angle transmission ratio and the calibrated steering angle.

[0083] As an example, steps F10 to F30 include: obtaining at least one third steering angle based on the calibrated motor driving force of the vehicle to be controlled within a preset calibration time period; performing an average calculation on each of the third steering angles to obtain a calibrated steering angle; and calculating the actual mechanical travel of the steering gear of the vehicle to be controlled based on a preset line angle transmission ratio and the calibrated steering angle.

[0084] This application provides a method for determining the actual mechanical travel of a steering gear. Specifically, within a preset calibration time period, at least one third steering angle is obtained based on the calibration motor driving force of the vehicle to be controlled; a calibration steering angle is calculated based on each of the third steering angles; and the actual mechanical travel of the steering gear of the vehicle to be controlled is determined based on the calibration steering angle. This application uses a steering angle sensor to collect multiple third steering angle signals of the calibration motor driving force within a preset calibration time period, then calculates the steering calibration angle through averaging, and finally calculates the actual mechanical travel of the steering gear of the vehicle to be controlled. This achieves the goal of calibrating a unified steering gear travel for all vehicles within the platform using the calibration motor driving force, thus laying the foundation for steering gear travel control and consequently reducing the cost of platform-based vehicle models.

[0085] Example 3

[0086] This application also provides a steering gear travel control device, applied to a vehicle to be controlled, see reference. Figure 4 The steering gear travel control device:

[0087] The acquisition module 101 is used to acquire the virtual travel of the steering gear of the vehicle to be controlled under a preset motor driving force;

[0088] The generation module 102 is used to generate a corresponding target motor driving force based on the virtual stroke of the steering gear;

[0089] Control module 103 is used to control the steering gear travel of the vehicle to be controlled according to the preset motor driving force and the target motor driving force to obtain the steering gear calibration travel, wherein the steering gear calibration travel is less than or equal to the actual mechanical travel of the steering gear of the vehicle to be controlled.

[0090] Optionally, the target motor driving force includes the motor driving force in the same direction as the preset motor driving force and the motor driving force in the opposite direction of the preset motor driving force. The generation module 102 is further used for:

[0091] Detect whether the virtual travel of the steering gear of the vehicle to be controlled is the steering gear limit travel;

[0092] If so, then the reverse driving force of the motor is generated;

[0093] If not, then the motor will generate a driving force in the same direction.

[0094] Optionally, the motor driving force in the same direction includes a first driving force in the same direction and a second driving force in the same direction, wherein the first driving force in the same direction is less than the second driving force in the same direction, and the generation module 102 is further configured to:

[0095] Detect whether the virtual travel of the steering gear of the vehicle to be controlled is the steering gear protection travel, where the steering gear protection travel refers to the steering gear travel for end protection;

[0096] If so, the first unidirectional driving force is generated based on the first travel difference between the steering gear protection travel and the steering gear limit travel;

[0097] If not, then the second driving force in the same direction is generated.

[0098] Optionally, the steering gear travel control device is further configured to:

[0099] Obtain the actual mechanical travel of the steering gear of the vehicle to be controlled;

[0100] The steering limit travel of the vehicle to be controlled is determined based on the actual mechanical travel of the steering gear and the first steering gear travel corresponding to the vehicle to be controlled.

[0101] Optionally, the steering gear travel control device is further configured to:

[0102] Detect whether the first steering angle corresponding to the second travel difference between the actual mechanical travel of the steering gear and the first steering gear travel corresponding to the vehicle to be controlled is the calibrated steering angle corresponding to the actual mechanical travel of the steering gear;

[0103] If so, the second travel difference is taken as the steering gear limit travel;

[0104] If not, the first steering gear travel is adjusted, the adjusted first steering gear travel is used as the first steering gear travel, and the execution steps are returned: detect whether the first steering angle corresponding to the second travel difference between the actual mechanical travel of the steering gear and the first steering gear travel corresponding to the vehicle to be controlled is the calibrated steering angle under the actual mechanical travel of the steering gear, until the steering gear limit travel is obtained.

[0105] Optionally, the steering gear travel control device is further configured to:

[0106] If so, the third travel difference will be used as the steering gear protection travel.

[0107] If not, the second steering gear travel is adjusted, the adjusted second steering gear travel is used as the second steering gear travel, and the execution step is returned: detect whether the second steering angle corresponding to the third travel difference between the steering gear limit travel and the second steering gear travel is the calibrated steering angle.

[0108] Optionally, the steering gear travel control device is further configured to:

[0109] Within a preset calibration time period, at least one third steering angle is obtained based on the calibration motor driving force of the vehicle to be controlled;

[0110] The calibrated steering angle is calculated based on each of the aforementioned third steering angles;

[0111] Based on the calibrated steering angle, the actual mechanical travel of the steering gear of the vehicle to be controlled is determined.

[0112] The steering gear travel control device provided by this invention, employing the steering gear travel control method described in the above embodiments, solves the technical problem of different vehicle models on the same platform having different steering travels, necessitating the addition of a new steering commutator. Compared with the prior art, the beneficial effects of the steering gear travel control device provided by this invention are the same as those of the steering gear travel control method described in the above embodiments, and other technical features of this steering gear travel control device are the same as those disclosed in the methods of the above embodiments, and will not be repeated here.

[0113] Example 4

[0114] This invention provides an electronic device, which includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, which are executed by the at least one processor to enable the at least one processor to perform the steering gear travel control method in Embodiment 1 above.

[0115] The following is for reference. Figure 5 The diagram illustrates a structural schematic of an electronic device suitable for implementing embodiments of the present disclosure. The electronic devices in the embodiments of the present disclosure may include, but are not limited to, mobile terminals such as mobile phones, laptops, digital broadcast receivers, PDAs (personal digital assistants), PADs (tablet computers), PMPs (portable multimedia players), in-vehicle terminals (e.g., in-vehicle navigation terminals), and fixed terminals such as digital TVs and desktop computers. Figure 5 The electronic device shown is merely an example and should not be construed as limiting the functionality and scope of the embodiments disclosed herein.

[0116] like Figure 5 As shown, the electronic device may include a processing unit 1001 (e.g., a central processing unit, a graphics processor, etc.) that can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 1002 or a program loaded from a storage device 1003 into a random access memory (RAM) 1004. The RAM 1004 also stores various programs and data required for the operation of the electronic device. The processing unit 1001, ROM 1002, and RAM 1004 are interconnected via a bus 1005. An input / output (I / O) interface 1006 is also connected to the bus.

[0117] Typically, the following systems can be connected to I / O interface 1006: input devices 1007 including, for example, touchscreens, touchpads, keyboards, mice, image sensors, microphones, accelerometers, gyroscopes, etc.; output devices 1008 including, for example, liquid crystal displays (LCDs), speakers, vibrators, etc.; storage devices 1003 including, for example, magnetic tapes, hard disks, etc.; and communication devices 1009. The communication devices allow electronic devices to communicate wirelessly or wiredly with other devices to exchange data. Although electronic devices with various systems are shown in the figures, it should be understood that it is not required to implement or possess all the systems shown. More or fewer systems may be implemented alternatively.

[0118] In particular, according to embodiments of this disclosure, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments of this disclosure include a computer program product comprising a computer program carried on a computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via communication device 1009, or installed from storage device 1003, or installed from ROM 1002. When the computer program is executed by processing device 1001, it performs the functions defined in the methods of embodiments of this disclosure.

[0119] The electronic device provided by this invention employs the steering gear travel control method in the above embodiments, solving the technical problem of different vehicle models on the same platform having different steering travel, requiring the addition of a new steering gear. Compared with the prior art, the beneficial effects of the electronic device provided by the embodiments of this invention are the same as those of the steering gear travel control method provided in the above embodiments, and other technical features of this electronic device are the same as those disclosed in the methods of the above embodiments, and will not be repeated here.

[0120] It should be understood that various parts of this disclosure can be implemented using hardware, software, firmware, or a combination thereof. In the description of the above embodiments, specific features, structures, materials, or characteristics may be combined in any suitable manner in one or more embodiments or examples.

[0121] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present invention should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

[0122] Example 5

[0123] This embodiment provides a computer-readable storage medium having computer-readable program instructions stored thereon, which are used to execute the steering gear travel control method in the above embodiment.

[0124] The computer-readable storage medium provided in this embodiment of the invention may be, for example, a USB flash drive, but is not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device, or any combination thereof. More specific examples of a computer-readable storage medium may include, but are not limited to: an electrical connection having one or more wires, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof. In this embodiment, the computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, system, or device. The program code contained on the computer-readable storage medium may be transmitted using any suitable medium, including but not limited to: wires, optical cables, RF (radio frequency), etc., or any suitable combination thereof.

[0125] The aforementioned computer-readable storage medium may be included in an electronic device or may exist independently without being assembled into an electronic device.

[0126] The aforementioned computer-readable storage medium carries one or more programs that, when executed by an electronic device, cause the electronic device to: acquire the virtual steering travel of the vehicle to be controlled under a preset motor driving force; generate a corresponding target motor driving force based on the virtual steering travel; and perform steering travel control on the vehicle to be controlled based on the preset motor driving force and the target motor driving force to obtain a calibrated steering travel, wherein the calibrated steering travel is less than or equal to the actual mechanical travel of the steering gear of the vehicle to be controlled.

[0127] Computer program code for performing the operations of this disclosure can be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, and C++, and conventional procedural programming languages ​​such as the "C" language or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including a local area network (LAN) or a wide area network (WAN)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0128] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of the present invention. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0129] The modules described in the embodiments of this disclosure can be implemented in software or hardware. The names of the modules do not necessarily limit the functionality of the unit itself.

[0130] The computer-readable storage medium provided by this invention stores computer-readable program instructions for executing the above-described steering gear travel control method, solving the technical problem that different vehicle models on the same platform have different steering travel, requiring the addition of a new steering gear. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided in this invention are the same as the beneficial effects of the steering gear travel control method provided in the above-described embodiments, and will not be repeated here.

[0131] Example 6

[0132] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the steering gear travel control method described above.

[0133] The computer program product provided in this application solves the technical problem of different vehicle models on the same platform having different steering strokes, requiring the addition of a new commutator. Compared with the prior art, the beneficial effects of the computer program product provided in this embodiment are the same as the beneficial effects of the steering gear stroke control method provided in the above embodiments, and will not be repeated here.

[0134] The above are merely preferred embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent scope of this application.

Claims

1. A steering gear travel control method, characterized in that, The steering gear travel control method, applied to a vehicle to be controlled, includes: Obtain the actual mechanical travel of the steering gear of the vehicle to be controlled; The steering limit travel of the vehicle to be controlled is determined based on the actual mechanical travel of the steering gear and the first steering gear travel corresponding to the vehicle to be controlled. Obtain the virtual travel of the steering gear of the vehicle to be controlled under a preset motor driving force; Based on the virtual travel of the steering gear, a corresponding target motor driving force is generated, wherein the target motor driving force includes the motor driving force in the same direction as the preset motor driving force and the motor driving force in the opposite direction of the preset motor driving force. The step of generating the corresponding target motor driving force based on the virtual travel of the steering gear includes: detecting whether the virtual travel of the steering gear of the vehicle to be controlled is the steering gear limit travel; if yes, then generating the motor reverse driving force; if no, then generating the motor in the same direction. Based on the preset motor driving force and the target motor driving force, the steering gear travel is controlled on the vehicle to be controlled to obtain the steering gear calibration travel, wherein the steering gear calibration travel is less than or equal to the actual mechanical travel of the steering gear of the vehicle to be controlled.

2. The steering gear travel control method as described in claim 1, characterized in that, The motor's unidirectional driving force includes a first unidirectional driving force and a second unidirectional driving force, wherein the first unidirectional driving force is less than the second unidirectional driving force. The step of generating the same-direction driving force of the motor includes: Detect whether the virtual travel of the steering gear of the vehicle to be controlled is the steering gear protection travel, where the steering gear protection travel refers to the steering gear travel for end protection; If so, the first unidirectional driving force is generated based on the first travel difference between the steering gear protection travel and the steering gear limit travel; If not, then the second driving force in the same direction is generated.

3. The steering gear travel control method as described in claim 2, characterized in that, The step of determining the steering limit travel of the vehicle to be controlled based on the actual mechanical travel of the steering gear and the first steering gear travel corresponding to the vehicle to be controlled includes: Detect whether the first steering angle corresponding to the second travel difference between the actual mechanical travel of the steering gear and the first steering gear travel corresponding to the vehicle to be controlled is the calibrated steering angle corresponding to the actual mechanical travel of the steering gear; If so, the second travel difference is taken as the steering gear limit travel; If not, the first steering gear travel is adjusted, the adjusted first steering gear travel is used as the first steering gear travel, and the execution steps are returned: detect whether the first steering angle corresponding to the second travel difference between the actual mechanical travel of the steering gear and the first steering gear travel corresponding to the vehicle to be controlled is the calibrated steering angle under the actual mechanical travel of the steering gear, until the steering gear limit travel is obtained.

4. The steering gear travel control method as described in claim 3, characterized in that, The steering gear travel control method further includes: Detect whether the second steering angle corresponding to the third travel difference between the steering gear limit travel and the second steering gear travel is the calibrated steering angle; If so, the third travel difference will be used as the steering gear protection travel. If not, the second steering gear travel is adjusted, the adjusted second steering gear travel is used as the second steering gear travel, and the execution step is returned: detect whether the second steering angle corresponding to the third travel difference between the steering gear limit travel and the second steering gear travel is the calibrated steering angle.

5. The steering gear travel control method as described in claim 3, characterized in that, The steps for obtaining the actual mechanical travel of the steering gear of the vehicle to be controlled include: Within a preset calibration time period, at least one third steering angle is obtained based on the calibration motor driving force of the vehicle to be controlled; The calibrated steering angle is calculated based on each of the aforementioned third steering angles; Based on the calibrated steering angle, the actual mechanical travel of the steering gear of the vehicle to be controlled is determined.

6. A steering gear travel control device, characterized in that, The steering gear travel control device, applied to a vehicle to be controlled, includes: acquiring the actual mechanical travel of the steering gear of the vehicle to be controlled; and determining the steering gear limit travel of the vehicle to be controlled based on the actual mechanical travel of the steering gear and the first steering gear travel corresponding to the vehicle to be controlled. The steering gear travel control device further includes: The acquisition module is used to acquire the virtual travel of the steering gear of the vehicle to be controlled under a preset motor driving force; The generation module is used to generate the corresponding target motor driving force based on the virtual stroke of the steering gear; The control module is used to control the steering gear travel of the vehicle to be controlled according to the preset motor driving force and the target motor driving force to obtain the steering gear calibration travel, wherein the steering gear calibration travel is less than or equal to the actual mechanical travel of the steering gear of the vehicle to be controlled, wherein the target motor driving force includes the motor driving force in the same direction as the preset motor driving force and the motor driving force in the opposite direction of the preset motor driving force, and the control module is specifically used to detect whether the virtual travel of the steering gear of the vehicle to be controlled is the steering gear limit travel; if yes, then generate the motor reverse driving force; if no, then generate the motor in the same direction.

7. An electronic device, characterized in that, The electronic device includes: At least one processor; A memory that is communicatively connected to the at least one processor; The memory stores instructions that can be executed by the at least one processor to enable the at least one processor to perform the steps of the steering travel control method according to any one of claims 1 to 5.

8. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a program for implementing a steering gear travel control method, the program for implementing the steering gear travel control method being executed by a processor to implement the steps of the steering gear travel control method as claimed in any one of claims 1 to 5.

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