A vehicle return assist device and a control method of a steering system

Abstract

The application relates to the technical field of automobile steering, in particular to a vehicle return-to-center assisting device and a control method of a steering system, which comprises a supporting plate, a cutting-off part arranged on the supporting plate, a plug-in part arranged on the cutting-off part and an external plate arranged on the plug-in part. The cutting-off part comprises an edge ring arranged on the supporting plate, a middle ring arranged on the edge ring and an entering groove arranged on the middle ring. The setting of the anti-falling groove can effectively resist the positioning column body and avoid the rotation of the positioning column body. The supporting plate is matched with the cutting-off part, the setting of the supporting plate can effectively fix the device, multiple force storage parts can simultaneously assist the steering rod, the setting of the driving part facilitates the better driving of the plug-in block in the edge groove to separate the plug-in block from the edge groove, the movement track of the steering rod is translation, the reset of the return-to-center device is facilitated, and the steering angle of the return-to-center device is the same no matter whether the steering rod is translated leftward or rightward.

Description

Technical Field

[0001] The present invention relates to the technical field of automobile steering, in particular to a vehicle centering assist device and a control method for a steering system. Background Art

[0002] EPS stands for Electric Power Steering, or electric power steering. It represents the future of automotive steering systems. This system utilizes an electric power steering motor to directly provide steering assistance, eliminating the need for a hydraulic power steering system's power steering pump, hoses, hydraulic fluid, belts, and engine-mounted pulleys. When the driver operates the steering wheel, a torque sensor detects the steering direction and torque, transmitting a voltage signal to the electronic control unit. Based on the torque voltage signal, rotation direction, and vehicle speed detected by the torque sensor, the ECU issues a command to the motor controller, causing the motor to output a steering torque of the appropriate magnitude and direction, thereby generating auxiliary power. When the vehicle is not steering, the ECU does not issue any command to the motor controller, and the motor does not operate.

[0003] When OEMs adapt and tune EPS parameters for real vehicles, they can obtain data feedback such as target current and torque during parameter adjustment and vehicle testing. However, due to a lack of understanding of the EPS's operating principles and the coordination of electronic circuit systems, these data cannot be adjusted in real time. This results in a long parameter adjustment process for suppliers, which cannot meet the needs of rapid testing. Therefore, we have designed a self-centering method for vehicle steering systems.

[0004] The return speed of the power steering rod in the existing return-to-center assist method needs to be improved, so we design a vehicle return-to-center assist device. Summary of the Invention

[0005] The purpose of this section is to summarize some aspects of the embodiments of the present invention and briefly introduce some preferred embodiments. Some simplifications or omissions may be made in this section and the abstract and title of this application to avoid obscuring the purpose of this section, the abstract and the title of the invention, and such simplifications or omissions should not be used to limit the scope of the present invention.

[0006] In view of the problem mentioned above or in the prior art that the return speed of the steering rod needs to be improved, the present invention is proposed.

[0007] Therefore, an object of the present invention is to provide a vehicle centering assist device and a control method for a steering system.

[0008] In order to solve the above technical problems, the present invention provides the following technical solutions: a vehicle centering assist device, comprising a steering rod for transmitting the vehicle steering wheel; a control mechanism, arranged on the steering rod for adjusting the elastic force between the force-applying mechanism and the steering rod; a force-applying mechanism, arranged on the control mechanism for resetting the steering rod; and further comprising a support plate, a stop component arranged on the support plate, a plug-in component arranged on the stop component for limiting the stop component, and an external plate arranged on the plug-in component.

[0009] As a preferred solution of the vehicle return-to-center assist device of the present invention, the stopping component includes an edge ring arranged on the support plate, a middle ring arranged on the edge ring, an entry groove arranged on the middle ring, and a connecting piece arranged at the bottom of the entry groove.

[0010] As a preferred solution of the vehicle return-to-center assist device of the present invention, the connecting member includes a bottom groove arranged at the bottom of the middle ring, a bottom spring arranged on the bottom groove, a sliding plate arranged on the bottom spring, a plug-in rack arranged at the bottom of the sliding plate, a circular rod body arranged on the plug-in rack, and a positioning column arranged on the circular rod body.

[0011] As a preferred solution of the vehicle centering assist device of the present invention, the plug-in component includes a middle rod arranged in the middle of the middle ring, an external circular plate arranged at the top of the middle rod, a clamping side rod arranged at the bottom of the middle rod, and a top piece arranged on the clamping side rod.

[0012] As a preferred solution of the vehicle return-to-center assist device of the present invention, the top piece includes a plate body arranged on the clamping side rod, a lifting surface arranged on both sides of the plate body, a clamping surface arranged on the lifting surface, and an anti-slip groove arranged on the clamping surface; the top piece is fixedly connected to the clamping side rod, the cross-section of the clamping side rod is rectangular, the clamping side rod is fixedly connected to the middle rod, and the inclination angle between the anti-slip groove and the clamping surface is an acute angle.

[0013] As a preferred solution of the vehicle centering assist device of the present invention, wherein: the force-applying mechanism on the control mechanism; the control mechanism includes a placement component arranged on the steering rod and a control component arranged on the steering rod; the force-applying mechanism includes a force-applying component arranged on the control component and an energy storage component arranged on the force-applying component.

[0014] As a preferred solution of the vehicle centering assist device of the present invention, the placement component includes a receiving groove arranged on the steering rod, a placement groove arranged on the receiving groove, a storage tube arranged in the placement groove, and a driving handle is provided on the storage tube.

[0015] The beneficial effects of the vehicle centering assist device of the present invention: the present invention can effectively resist the positioning column through the setting of the anti-slip groove to prevent the positioning column from rotating, the support plate is compatible with the stop component, and the setting of the support plate can effectively fix the device, and multiple force storage parts can simultaneously assist the steering rod, which is convenient for the rapid reset of the steering rod. The setting of the driving part is convenient for better driving the plug in the side groove to disengage the side groove. The movement trajectory of the steering rod is translation, which is convenient for resetting the centering device. Regardless of whether the steering rod is translated to the left or right, the steering angle of the centering device is the same.

[0016] In view of the problem that the vehicle centering assist device mentioned above or in the prior art is difficult to adjust the centering amplitude as needed before installation, the present invention provides the following technical solution: a steering system control method, pre-setting target values ​​for various control parameters of the vehicle steering assist; using the target values ​​to conduct a vehicle simulation test; using the target values ​​to conduct an actual vehicle test; comparing and calculating the difference between two sets of test data, and setting compensation values ​​for various control parameters based on the difference; performing system debugging and fault diagnosis based on the compensation values; and cooperating with the vehicle centering assist device to assist the steering wheel in centering after power steering.

[0017] As a preferred embodiment of the control method of the vehicle steering system of the present invention, the control parameters include speed-dependent power assist parameters, friction compensation parameters, damping compensation parameters, inertia compensation parameters, and active return current parameters of the vehicle steering; the speed-dependent power assist parameters are obtained based on the force of the power steering at different vehicle speeds; the friction compensation parameters are obtained based on the change in friction force and time when the steering wheel is turned at a constant speed in the absence of tire torque.

[0018] As a preferred solution of the control method of the vehicle steering system of the present invention, the damping compensation parameter is 0-0.02; the inertia compensation parameter is 0-0.002; and the parameter of the active return current is 3.18A-3.88A.

[0019] The beneficial effects of the vehicle steering system control method of the present invention are as follows: the present invention shortens the R&D cycle of parameter calibration for different vehicle models by using familiar mechanical structure, electronic circuit design and control strategy, thereby achieving faster mass production; and incorporates speed-dependent power assistance, friction compensation, damping compensation, inertia compensation, and active self-aligning parameters to meet the needs of rapid testing. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0021] Figure 1 This is a schematic diagram of the support plate of the vehicle's centering assist device.

[0022] Figure 2 This is a schematic diagram of the structure of the stopping components of the vehicle's centering assist device.

[0023] Figure 3 This is a partial structural diagram of the stopping components of the vehicle's centering assist device.

[0024] Figure 4 This is a schematic diagram of the top component structure of the vehicle's centering assist device.

[0025] Figure 5 This is a top view of the vehicle's centering assist device.

[0026] Figure 6 This is a partial structural diagram of the vehicle's centering assist device.

[0027] Figure 7 This is a schematic diagram of the control mechanism structure of the vehicle's centering assist device.

[0028] Figure 8 This is a schematic diagram of the shell structure of the vehicle's centering assist device.

[0029] Figure 9 This is a schematic diagram of the structure of the force-applying components of the vehicle's centering assist device.

[0030] Figure 10 This is a schematic diagram of the structure of the energy storage component of the vehicle's centering assist device.

[0031] Figure 11 This is a partial structural diagram of the energy storage component of the vehicle's centering assist device.

[0032] Figure 12 This is a schematic diagram of the structure of the force storage component of the vehicle's centering assist device. DETAILED DESCRIPTION

[0033] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, the specific embodiments of the present invention are described in detail below with reference to the accompanying drawings.

[0034] In the following description, many specific details are set forth to facilitate a full understanding of the present invention. However, the present invention may also be implemented in other ways different from those described herein. Those skilled in the art may make similar generalizations without violating the connotation of the present invention. Therefore, the present invention is not limited to the specific embodiments disclosed below.

[0035] Secondly, the term "one embodiment" or "embodiment" herein refers to a specific feature, structure, or characteristic that may be included in at least one implementation of the present invention. The phrase "in one embodiment" appearing in various places throughout this specification does not necessarily refer to the same embodiment, nor does it refer to a separate or selective embodiment that is mutually exclusive of other embodiments.

[0036] Example 1, with reference to Figures 1 to 4 , which is a first embodiment of the present invention, provides a vehicle centering assist device, comprising a steering rod 100 for driving a vehicle steering wheel; a control mechanism 200 disposed on the steering rod 100 for adjusting the elastic force between a force-applying mechanism 300 and the steering rod 100; a force-applying mechanism 300 disposed on the control mechanism 200 for resetting the steering rod 100; and further comprising a support plate 400, a stopper component 401 disposed on the support plate 400, a plug-in component 402 disposed on the stopper component 401 for limiting the position of the stopper component 401, and an external plate 403 disposed on the plug-in component 402;

[0037] Preferably, the setting of the stopping component 401 can effectively limit the plug-in component 402 , thereby connecting the external board 403 to the support plate 400 .

[0038] The stopping component 401 includes an edge ring 401a provided on the support plate 400, a middle ring 401b provided on the edge ring 401a, an entry groove 401c provided on the middle ring 401b, and a connecting piece 401d provided at the bottom of the entry groove 401c.

[0039] Specifically, the support plate 400 is adapted to the stopping component 401, the cross-section of the external plate 403 is circular, the cross-section of the side ring 401a is circular, the side ring 401a is connected to the middle ring 401b, the cross-section of the entry groove 401c is rectangular, the number of entry grooves 401c is three, and the number of the connecting parts 401d is three.

[0040] The connecting member 401d includes a bottom groove 401d-1 disposed at the bottom of the middle ring 401b, a bottom spring 401d-2 disposed on the bottom groove 401d-1, a sliding plate 401d-3 disposed on the bottom spring 401d-2, a plug-in frame 401d-4 disposed at the bottom of the sliding plate 401d-3, a circular rod 401d-5 disposed on the plug-in frame 401d-4, and a positioning column 401d-6 disposed on the circular rod 401d-5. The plug-in component 402 includes a middle rod 402a disposed in the middle of the middle ring 401b, an external circular plate 402b disposed on the top of the middle rod 402a, a clamping side rod 402c disposed at the bottom of the middle rod 402a, and a top member 402d disposed on the clamping side rod 402c.

[0041] Furthermore, the number of the bottom springs 401d-2 is six, and there are three groups of two in total. The plug-in frame 401d-4 is made of stainless steel. The circular rod body 401d-5 is fixedly connected to the plug-in frame 401d-4. The positioning column 401d-6 is made of rubber. The middle rod 402a is made of stainless steel. The setting of the top piece 402d facilitates better limiting of the device.

[0042] The top member 402d includes a plate body 402d-1 provided on the clamping side rod 402c, a top surface 402d-2 provided on both sides of the plate body 402d-1, a clamping surface 402d-3 provided on the top surface 402d-2, and an anti-slip groove 402d-4 provided on the clamping surface 402d-3; the top member 402d is fixedly connected to the clamping side rod 402c, the cross section of the clamping side rod 402c is rectangular, and the clamping side rod 402c is connected to the middle rod 402c. 02a is fixedly connected, and the inclination angle between the anti-slip groove 402d-4 and the clamping surface 402d-3 is an acute angle. During operation, the anti-slip groove 402d-4 can effectively resist the positioning column 401d-6 to prevent the positioning column 401d-6 from rotating. When the support plate 400 rotates, the top piece 402d rotates to the bottom of the positioning column 401d-6, and the positioning column 401d-6 enters the anti-slip groove 402d-4 under the squeezing action of the lifting surface 402d-2, thereby limiting the support plate 400.

[0043] The lifting surface 402d-2 and the engaging surface 402d-3 are located on the plate body 402d-1. The arrangement of the plate body 402d-1 facilitates better positioning of the positioning column 401d-6.

[0044] During use, since the external plate 403 is connected to the plug-in component 402, and the support plate 400 is connected to the stop component 401, when it is necessary to connect the external plate 403 and the support plate 400, only the plug-in component 402 is inserted into the stop component 401 and rotated to connect the two;

[0045] During the insertion of the plug-in component 402, the clamping side rod 402c in the plug-in component 402 moves through the entry groove 401c on the middle ring 401b to the bottom of the middle ring 401b, completing the insertion process. The clamping side rod 402c is fixedly connected to the top piece 402d, so the top piece 402d follows and enters the bottom of the middle ring 401b.

[0046] During the rotation of the plug-in component 402, the connecting member 401d and the top member 402d cooperate to complete the limiting work; during the rotation process, the plate 402d-1 in the top member 402d first contacts the positioning column 401d-6 and forces the positioning column 401d-6 to rise. During the rising process of the positioning column 401d-6, the sliding plate 401d-3 and the plug-in frame 401d-4 are driven to squeeze the bottom spring 401d-2. The bottom spring 401d-2 is forced to shrink and accumulate elastic potential energy. At this time, the positioning column 401d-6 has a downward potential energy under the action of the elastic potential energy; the rotation is continued until the positioning column 401d-6 enters the interior of the clamping surface 402d-3, and the positioning column 401d-6 can be limited. The anti-slip groove 402d-4 prevents the positioning column 401d-6 from continuing to rotate;

[0047] When it is necessary to detach the plug-in component 402 from the stopping component 401 , the positioning column 401 d - 6 is moved in the reverse direction according to the above operation to detach the positioning column 401 d - 6 from the anti-detachment groove 402 d - 4 .

[0048] In summary, the anti-slip groove 402d-4 can effectively resist the positioning column 401d-6 to prevent the positioning column 401d-6 from rotating, and the support plate 400 is adapted to the stopping component 401.

[0049] Example 2, reference Figures 2 to 12 , which is the second embodiment of the present invention. The difference from the previous embodiment is the steering rod 100, the control mechanism 200 arranged on the steering rod 100, and the force mechanism 300 arranged on the control mechanism 200; the control mechanism 200 includes a placement component 201 arranged on the steering rod 100, and a control component 202 arranged on the steering rod 100; the force mechanism 300 includes a force component 301 arranged on the control component 202, and an energy storage component 302 arranged on the force component 301. After the steering rod 100 in the device is displaced, it drives the force mechanism 300 and the control mechanism 200 to operate. The force mechanism 300 accumulates elastic potential energy during operation. When the steering rod 100 loses driving force, the force mechanism 300 releases the elastic potential energy to drive the steering rod 100 to reset.

[0050] Among them, the setting of the vehicle return power assist device facilitates better driving the steering rod 100 to reset. The cross-section of the steering rod 100 is rectangular, the steering rod 100 is made of stainless steel, and the movement trajectory of the steering rod 100 is translation, which facilitates the resetting of the vehicle return power assist device. Regardless of whether the steering rod 100 is translated to the left or right, the steering angle of the vehicle return power assist device is the same.

[0051] The placement component 201 includes a receiving groove 201a provided on the steering rod 100, a placement groove 201b provided on the receiving groove 201a, a storage tube 201c provided in the placement groove 201b, and a driving handle 201d is provided on the storage tube 201c.

[0052] Specifically, the setting of the accommodating groove 201a facilitates better placement of the storage tube 201c. The driving handle 201d is clamped with the storage tube 201c and can be disassembled. The driving handle 201d consists of a rectangular piece and two circular holes. The driving handle 201d is made of stainless steel.

[0053] The control component 202 includes a side groove 202a arranged on the storage tube 201c, an insertion block 202b arranged on the side groove 202a, a cross bar 202c arranged on the insertion block 202b, a plug-in block 202d and an embedded groove 202e arranged on the cross bar 202c, a positioning member 202f arranged on the cross bar 202c, a driving member 202g arranged on the embedded groove 202e, and an external member 202h arranged on the driving member 202g.

[0054] Furthermore, the cross-section of the side groove 202a is rectangular, the number of side grooves 202a is not less than four, the groove depth of the side groove 202a is not less than one millimeter, the inner wall of the side groove 202a fits with the outer wall of the plug block 202b, the plug block 202b is made of stainless steel, the cross bar 202c is fixedly connected to the plug block 202b, the cross bar 202c is fixedly connected to the plug block 202d, the plug block 202d is made of stainless steel, the cross-section of the embedded groove 202e is rectangular, the inner wall of the embedded groove 202e fits with the bottom plate in the driving member 202g, and the setting of the driving member 202g facilitates to better drive the plug block 202b in the side groove 202a to separate from the side groove 202a.

[0055] The positioning member 202f includes a positioning round rod 202f-1 arranged on the cross bar 202c, a positioning seat 202f-2 arranged on the positioning round rod 202f-1, a support spring 202f-3 arranged between the positioning seat 202f-2 and the cross bar 202c, and the positioning seat 202f-2 is fixedly connected to the steering rod 100; the driving member 202g includes a bottom rod body 202g-1 arranged on the embedded groove 202e, an external rod 202g-2 and a top block 202g-3 arranged on the bottom rod body 202g-1, and the top block 202g-3 is adapted to the plug-in block 202d; the external member 202h includes an outer shell 202h-1 arranged on the steering rod 100, a side groove 202h-2 arranged on the outer shell 202h-1, and the side groove 202h-2 is adapted to the external rod 202g-2.

[0056] It should be noted that the cross-section of the positioning rod 202f-1 is circular, and the positioning rod 202f-1 is made of stainless steel. The positioning rod 202f-1 is slidingly connected to the positioning seat 202f-2, the positioning seat 202f-2 is fixedly connected to the support spring 202f-3, and the support spring 202f-3 is fixedly connected to the cross bar 202c.

[0057] When the steering rod 100 is working, no matter the steering rod 100 is translated to the left or right, the vehicle return power assist device can drive the steering rod 100 to reset. When the vehicle return power assist device is installed and the pressure on both sides of the vehicle return power assist device needs to be adjusted, the driving handle 201d is rotated and the driving member 202g is pushed to operate. The top block 202g-3 in the driving member 202g drives the plug block 202d and the cross bar 202c to move downward, and drives the support spring 202f-3 to contract and accumulate elastic potential energy. The cross bar 202c drives the plug block 202b to disengage from the side groove 202a. During the rotation of the driving handle 201d, the side groove 202a and the storage tube 201c are rotated. The storage tube 201c rotates to reel in the connecting belt 301a, thereby achieving the effect of adjusting the rebound strength. When the adjustment is completed, the driving member 202g is released, and the supporting spring 202f-3 releases the elastic potential energy to drive the plug block 202b into the side groove 202a.

[0058] In summary, the setting of the vehicle's return-to-center assist device facilitates better driving the steering rod 100 to reset, and the setting of the driving member 202g facilitates better driving the insert block 202b in the side groove 202a to disengage from the side groove 202a. The movement trajectory of the steering rod 100 is translation, which facilitates the resetting of the vehicle's return-to-center assist device. Regardless of whether the steering rod 100 translates to the left or to the right, the steering angle of the vehicle's return-to-center assist device is the same.

[0059] The force-applying component 301 includes a connecting belt 301a provided on the storage tube 201c, a shell 301b provided on the connecting belt 301a, a base plate 301c provided on the bottom of the shell 301b, and a gear sleeve 301d provided on the shell 301b. The base plate 301c is in contact with the shell 301b.

[0060] Specifically, the setting of the shell 301b can limit the gear sleeve 301d. The setting of the gear sleeve 301d can transmit the potential energy of the energy storage component 302 to the shell 301b, and then transmit it to the steering rod 100 through the shell 301b and the connecting belt 301a. The shell 301b is made of stainless steel. The shell 301b is fixedly connected to the gear sleeve 301d, and the gear sleeve 301d is rotatably connected to the base plate 301c through a bearing.

[0061] The energy storage component 302 includes an external component 302a disposed on the periphery of the gear sleeve 301d and an internal component 302b disposed inside the external component 302a. The external component 302a includes a gear cover 302a-1 disposed on the gear sleeve 301d and a shaft 302a-2 disposed inside the gear cover 302a-1. The internal component 302b includes a stop plate 302b-1 and a force storage member 302b-2 disposed on the base plate 301c, a fixed strip 302b-3 disposed on the inner wall of the gear cover 302a-1, an arc rod 302b-4 disposed on the fixed strip 302b-3, a top cover 302b-5 disposed on the arc rod 302b-4, an arc spring 302b-6 disposed between the top cover 302b-5 and the fixed strip 302b-3, and a shaft 302b-2 disposed on the far side of the arc rod 302b-4. The side rod 302b-7 is located at one end of the top cover 302b-5, and the side rod 302b-7 is adapted to the abutment plate 302b-1; the force storage member 302b-2 includes a ring box 302b-2a arranged on the shaft 302a-2, and a clockwork spring 302b-2b and an inclined block 302b-2c are respectively arranged inside and outside the ring box 302b-2a, the clockwork spring 302b-2b is connected to the shaft 302a-2, and the inclined block 302b-2c is adapted to the top cover 302b-5.

[0062] It should be noted that the setting of the external component 302a can effectively transmit the elastic potential energy generated by the force storage part 302b-2 in the internal component 302b, thereby driving the rapid reset of the steering rod 100. The setting of the abutment plate 302b-1 effectively weakens the inertia generated after the rapid reset. The abutment plate 302b-1 and the side rod 302b-7 are offset against each other, thereby avoiding the situation where the arc spring 302b-6 cannot be stabilized in time after rapid reset. There are three ring boxes 302b-2a, and the initial angles of the ring boxes 302b-2a increase from bottom to top, so that when the steering rod 100 moves the first gear distance, only one clockwork spring 302b-2b in the ring box 302b-2a is effective. When it moves to the second gear distance, the reset force is increased. When it moves to the third gear distance, the reset force reaches the maximum, thereby making its reset speed faster. The substrate 301c is connected to the support plate 400.

[0063] When in use, when the vehicle turns, the steering rod 100 is driven to move. When the steering rod 100 moves, 301a moves accordingly. The connecting belt 301a drives the shell 301b to rotate. The shell 301b drives the gear sleeve 301d to rotate. The rotation of the gear sleeve 301d drives the four gear covers 302a-1 to rotate. The rotation of the gear cover 302a-1 drives the fixed strip 302b-3, the arc rod 302b-4, the arc spring 302b-6 and the top cover 302b-5 in the built-in component 302b to move. The top cover 302b-5 and the inclined block 302b-2c are abutted, thereby driving the arc spring 302b-6 and the clockwork spring 302b-2b to contract and accumulate elastic potential energy at the same time. After the steering rod 100 completes its movement, the arc spring 302b-6 and the clockwork spring 302b-2b simultaneously release their elastic potential energy, thereby quickly driving the steering rod 100 to reset.

[0064] In summary, the setting of the shell 301b facilitates better limiting of the gear sleeve 301d, and the setting of the gear sleeve 301d facilitates better transmission of the potential energy of the energy storage component 302 to the shell 301b, thereby transmitting it to the steering rod 100 from the shell 301b and the connecting belt 301a. The setting of the external component 302a can effectively transmit the elastic potential energy generated by the force storage component 302b-2 in the built-in component 302b, thereby driving the rapid reset of the steering rod 100. The setting of the support plate 302b-1 effectively weakens the inertia generated after the rapid reset, and the support plate 302b-1 is offset against the side rod 302b-7, thereby avoiding the situation where the arc spring 302b-6 cannot be stabilized in time after rapid reset.

[0065] Embodiment 3 is the third embodiment of the present invention. Unlike the previous embodiment, the steering system control method pre-sets target values ​​for various control parameters of the vehicle's power steering; uses the target values ​​to conduct a vehicle simulation test; uses the target values ​​to conduct a real vehicle test; compares and calculates the difference between the two sets of test data, and sets compensation values ​​for various control parameters based on the difference; and performs system debugging and fault diagnosis based on the compensation values.

[0066] Specifically, the system debugging is undertaken by the electronic control unit, which compares the pre-set control parameter target values ​​with the test data generated by simulation and actual vehicle tests, and uses the PID (feedback control algorithm) control algorithm to calculate the compensation value to quickly debug the system.

[0067] The control parameters include the speed-dependent power assist parameter, friction compensation parameter, damping compensation parameter, inertia compensation parameter and active return current parameter of the vehicle steering; the speed-dependent power assist parameter is obtained according to the force of the power steering at different vehicle speeds; the friction compensation parameter is obtained by rotating the steering wheel at a constant speed in the absence of tire torque, based on the change in friction force and time when the steering wheel is turned; the damping compensation parameter is; 0-0.02; the inertia compensation parameter is; 0-0.002; the active return current parameter is; 3.18A-3.88A.

[0068] When the vehicle is running, if the variation range of the friction compensation parameter exceeds the compensation value, a fault occurs; when the vehicle is running, if the variation range of the damping compensation parameter exceeds the compensation value, a fault occurs; when the vehicle is running, if the variation range of the inertia compensation parameter exceeds the compensation value, a fault occurs, thereby achieving faster mass production; speed-dependent power assistance, friction compensation, damping compensation, inertia compensation, and active return parameters are brought in to meet the needs of rapid testing.

[0069] It is important to note that the construction and arrangement of the present application, as illustrated in various exemplary embodiments, are illustrative only. Although only a few embodiments are described in detail in this disclosure, those reading this disclosure will readily appreciate that numerous modifications are possible (e.g., variations in the size, dimensions, structure, shape, and proportions of various components, as well as parameter values ​​(e.g., temperature, pressure, etc.), mounting arrangements, use of materials, color, orientation, etc.) without materially departing from the novel teachings and advantages of the subject matter described herein. For example, components shown as integrally formed may be constructed from multiple parts or components, the positions of components may be inverted or otherwise altered, and the nature, number, or position of discrete components may be modified or changed. All such modifications are therefore intended to be encompassed within the scope of this invention. The order or sequence of any process or method steps may be altered or resequenced according to alternative embodiments. In the claims, any "means-plus-function" clause is intended to cover structures described herein that perform the recited function, and not only structural equivalents but also equivalent structures. Other substitutions, modifications, changes, and omissions may be made in the design, operating conditions, and arrangement of the exemplary embodiments without departing from the scope of this invention. Therefore, the invention is not limited to the specific embodiments, but extends to various modifications that still fall within the scope of the appended claims.

[0070] Additionally, in order to provide a concise description of exemplary embodiments, all features of an actual embodiment may not be described (i.e., those features that are not relevant to the best mode presently contemplated for carrying out the invention or those that are not relevant to implementing the invention).

[0071] It will be appreciated that in the development of any actual embodiment, as in any engineering or design project, numerous implementation-specific decisions may be made. Such a development effort may be complex and time-consuming, but will, for those of ordinary skill having the benefit of this disclosure, be a routine undertaking of design, fabrication, and production without undue experimentation.

[0072] It should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit the present invention. Although the present invention has been described in detail with reference to the preferred embodiments, those skilled in the art should understand that the technical solutions of the present invention may be modified or replaced by equivalents without departing from the spirit and scope of the technical solutions of the present invention, which should all be included in the scope of the claims of the present invention.

Claims

1. A vehicle centering assist device, characterized in that: include, A steering rod (100) for driving a vehicle steering wheel; a control mechanism (200) disposed on the steering rod (100) and used to adjust the elastic force between the force applying mechanism (300) and the steering rod (100); a force applying mechanism (300) provided on the control mechanism (200) and used for resetting the steering rod (100); It also includes a support plate (400), a stop component (401) arranged on the support plate (400), a plug-in component (402) arranged on the stop component (401) for limiting the stop component (401), and an external plate (403) arranged on the plug-in component (402); The stopping component (401) comprises a side ring (401a) provided on the support plate (400), a middle ring (401b) provided on the side ring (401a), an entry groove (401c) provided on the middle ring (401b), and a connecting piece (401d) provided at the bottom of the entry groove (401c); The connecting member (401d) comprises a bottom groove (401d-1) arranged at the bottom of the middle ring (401b), a bottom spring (401d-2) arranged on the bottom groove (401d-1), a sliding plate (401d-3) arranged on the bottom spring (401d-2), a plug-in frame (401d-4) arranged at the bottom of the sliding plate (401d-3), a circular rod (401d-5) arranged on the plug-in frame (401d-4), and a positioning column (401d-6) arranged on the circular rod (401d-5); The plug-in component (402) comprises a middle rod (402a) arranged in the middle of the middle ring (401b), an external circular plate (402b) arranged at the top of the middle rod (402a), a clamping side rod (402c) arranged at the bottom of the middle rod (402a), and a top piece (402d) arranged on the clamping side rod (402c); The top member (402d) comprises a plate body (402d-1) arranged on the clamping edge rod (402c), a lifting surface (402d-2) arranged on both sides of the plate body (402d-1), a clamping surface (402d-3) arranged on the lifting surface (402d-2), and an anti-slip groove (402d-4) arranged on the clamping surface (402d-3); The top member (402d) is fixedly connected to the clamping side rod (402c); the cross section of the clamping side rod (402c) is rectangular; the clamping side rod (402c) is fixedly connected to the middle rod (402a); the inclination angle between the anti-slip groove (402d-4) and the clamping surface (402d-3) is an acute angle; and the force applying mechanism (300) is connected to the support plate (400).

2. The vehicle centering assist device according to claim 1, wherein: The control mechanism (200) comprises a placement component (201) arranged on the steering rod (100) and a control component (202) arranged on the steering rod (100); the force applying mechanism (300) comprises a force applying component (301) arranged on the control component (202) and an energy storage component (302) arranged on the force applying component (301).

3. The vehicle centering assist device according to claim 2, wherein: The placement component (201) comprises a receiving groove (201a) provided on the steering rod (100), a placement groove (201b) provided on the receiving groove (201a), and a storage cylinder (201c) provided in the placement groove (201b); a driving handle (201d) is provided on the storage cylinder (201c).

4. A method for controlling a steering system, wherein the steering system comprises the vehicle centering assist device according to any one of items 1 to 3, characterized in that: Including presetting target values ​​of various control parameters of vehicle steering power assistance; The target value is used to conduct a vehicle simulation test; This target value was used to conduct actual vehicle tests; Compare and calculate the difference between the two sets of test data, and set the compensation value of each control parameter according to the difference; Perform system debugging and fault diagnosis based on compensation values.

5. The method for controlling a steering system according to claim 4, wherein: The control parameters include vehicle steering speed-dependent power assistance parameters, friction compensation parameters, damping compensation parameters, inertia compensation parameters and active return current parameters; the speed-dependent power assistance parameters are obtained based on the force of power steering at different vehicle speeds; the friction compensation parameters are obtained by rotating the steering wheel at a constant speed in the absence of tire torque, based on the changes in friction force and time when the steering wheel is turned.

6. The method for controlling a steering system according to claim 5, wherein: The damping compensation parameter is 0-0.02; the inertia compensation parameter is 0-0.002; the active return current parameter; 3.18A-3.88A.

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