Steering device, steering control method, storage medium, and vehicle

Abstract

A steering device, a steering control method, a storage medium, and a vehicle. The steering device includes a first power mechanism, a second power mechanism, and an actuator; the first power mechanism has a first power source, the second power mechanism includes a second power source and a clutch mechanism, the clutch mechanism includes a first clutch part and a second clutch part, and the first clutch part and the second clutch part can be coupled to each other or separated from each other; the first clutch part is connected to the second power source; the actuator has a first input end and a second input end, the first input end is connected to the first power source, and the second input end is connected to the second clutch part. In this application, by introducing the second power mechanism, when the steering device operates normally, the first power mechanism drives the first power source to output power to the actuator. When the first power mechanism fails, the first clutch part and the second clutch part are coupled, and the second power source is drivingly connected to the actuator, thereby solving the problem that the vehicle cannot steer due to the failure of the first power mechanism.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle control, and particularly relates to a steering device, a steering control method, a storage medium, and a vehicle. Background Art

[0002] The steering device is usually connected to the vehicle wheels to control the steering of the vehicle wheels. In the related art, the steering device includes a first power mechanism and an actuator. The first power mechanism is drivingly connected to the actuator to provide power for the movement of the actuator. The actuator is drivingly connected to the vehicle wheels, and the actuator is configured to convert the driving force of the first power mechanism into a lateral force for vehicle steering, thereby driving the vehicle to steer.

[0003] However, when the first power mechanism fails, the vehicle will completely lose its steering ability, and the vehicle has poor risk resistance. Summary of the Invention

[0004] The purpose of the present application is to provide a steering device, a steering control method, a storage medium, and a vehicle, aiming to solve the problem that in the related art, when the power source of the vehicle steering device fails, the vehicle cannot steer in time.

[0005] To achieve the purpose of the present application, in a first aspect, the present application provides a steering device, which is applied to a vehicle. The steering device includes:

[0006] A first power mechanism having a first power source;

[0007] [[ID=2�]]A second power mechanism including a second power source and a clutch mechanism. The clutch mechanism includes a first clutch part and a second clutch part, and the first clutch part and the second clutch part can be coupled to each other or separated from each other; the first clutch part is connected to the second power source; and

[0008] An actuator having a first input end, a second input end, and an output end. The first input end is connected to the first power source, the second input end is connected to the second clutch part, the output end is adapted to be connected to the wheels, and the actuator is adapted to convert the driving force output by the first power source or the second power source into a lateral force for wheel steering.

[0009] In a possible implementation, the first power mechanism further includes a first controller, and the second power mechanism further includes a second controller;

[0010] When the first power mechanism fails, the first clutch part and the second clutch part are coupled, and the second controller controls the second power source to output power to the actuator;

[0011] When the second power mechanism fails, the first controller controls the first power source to output power to the actuator.

[0012] In a possible implementation, it further includes a first sensor, which is arranged on the actuator, and the first sensor is used to collect the rotational torque and rotational angle of the actuator.

[0013] In a possible implementation, when the vehicle is in the autonomous driving mode and the steering device is working properly, the second controller collects the vehicle assisted driving signal and transmits it to the first controller;

[0014] The first controller collects the rotational torque and rotational angle of the actuator through the first sensor;

[0015] The first controller collects the vehicle motion signal, and controls the motion of the first power source according to the vehicle assisted driving signal, the rotational torque and rotational angle of the actuator, and the vehicle motion signal.

[0016] In a possible implementation, when the vehicle is in the autonomous driving mode and the second power mechanism fails, the first controller collects the rotational torque and rotational angle of the actuator through the first sensor;

[0017] The first controller collects the vehicle assisted driving signal and the vehicle motion signal;

[0018] The first controller controls the motion of the first power source according to the vehicle assisted driving signal, the rotational torque and rotational angle of the actuator, and the vehicle motion signal.

[0019] In a possible implementation, it further includes a steering angle sensor, a steering wheel, and a second sensor; the steering wheel is connected to the output shaft of the second power source;

[0020] The steering angle sensor is arranged on the output shaft to collect the rotational angle of the output shaft;

[0021] The second sensor is arranged on the steering wheel to collect the rotational angle and rotational torque of the steering wheel.

[0022] In a possible implementation, when the vehicle is in the autonomous driving mode and the first power mechanism fails, the second controller controls the first clutch part and the second clutch part to be coupled;

[0023] The second controller collects the rotational angle and rotational torque of the steering wheel through the second sensor;

[0024] The second controller collects vehicle assisted driving signals and vehicle motion signals;

[0025] The second controller controls the movement of the second power source according to the vehicle assisted driving signals, the rotation angle and rotation torque of the steering wheel, and the vehicle motion signals.

[0026] In a possible implementation, when the vehicle is in the manual driving mode and the steering device is working properly, the second controller collects the rotation angle of the output shaft through the angle sensor and transmits it to the first controller;

[0027] The first controller collects the rotation torque and rotation angle of the actuator through the first sensor;

[0028] The first controller collects vehicle motion signals and controls the movement of the first power source according to the rotation angle of the output shaft, the rotation torque and rotation angle of the actuator, and the vehicle motion signals.

[0029] In a possible implementation, when the vehicle is in the manual driving mode and the first power mechanism fails, the second controller controls the coupling of the first clutch part and the second clutch part;

[0030] The second controller collects the rotation angle and rotation torque of the steering wheel through the second sensor, and collects the rotation angle of the output shaft through the angle sensor;

[0031] The second controller collects vehicle motion signals and controls the movement of the second power source according to the rotation angle of the output shaft, the rotation angle and rotation torque of the steering wheel, and the vehicle motion signals.

[0032] In a possible implementation, when the vehicle is in the manual driving mode and the second power mechanism fails, the first controller collects the rotation torque and rotation angle of the actuator through the first sensor;

[0033] The first controller collects vehicle motion signals and controls the movement of the first power source according to the rotation torque and rotation angle of the actuator and the vehicle motion signals.

[0034] In a possible implementation, the second power mechanism further includes a steering wheel;

[0035] The second power source has an output shaft, one end of the output shaft is connected to the first clutch part, and the other end is integrally formed with the steering wheel.

[0036] In a possible implementation, the steering wheel includes a wheel body and a steering column tube. One end of the steering column tube is connected to the wheel body, and the other end is connected to the output shaft;

[0037] The axis of the steering column tube coincides with the axis of the output shaft.

[0038] In a possible implementation, the clutch mechanism further includes a locking structure, and the locking structure includes:

[0039] A locking block, which is movably arranged in the clutch mechanism and is used to abut against the first clutch part to prevent the first clutch part from coupling with the second clutch part;

[0040] A driving unit, which is used to drive the locking block to move.

[0041] In a second aspect, the present application provides a steering control method, which is applied to a steering device. The steering device includes a first power mechanism, a second power mechanism, and an execution mechanism; the first power mechanism has a first power source, the second power mechanism includes a second power source and a clutch mechanism, the clutch mechanism includes a first clutch part and a second clutch part, and the first clutch part is connected to the second power source; the execution mechanism has a first input end and a second input end, the first input end is connected to the first power source, the second input end is connected to the second clutch part, and the steering control method includes the following steps:

[0042] When the first power mechanism fails, control the second power mechanism to output power to the execution mechanism;

[0043] When the second power mechanism fails, control the first power mechanism to output power to the execution mechanism.

[0044] In a possible implementation, the first power mechanism further includes a first controller, which is used to control the first power source to output power to the execution mechanism, and the second power mechanism further includes a second controller, which is used to control the second power source to output power to the execution mechanism;

[0045] When the first power mechanism fails and control the second power mechanism to output power to the execution mechanism, it includes the following steps:

[0046] The second controller receives a first power mechanism failure signal;

[0047] The second controller obtains the vehicle driving mode;

[0048] The second controller controls the coupling of the first clutch part and the second clutch part;

[0049] When the vehicle is in the manual driving mode, the second controller acquires the output torque of the actuator, the rotation angle of the output shaft of the second power source, and the vehicle driving signal; and controls the second power source to output power according to the output torque of the actuator, the rotation angle of the output shaft of the second power source, and the vehicle driving signal.

[0050] In a possible implementation manner, after controlling the coupling of the first clutch part and the second clutch part, the following steps are further included:

[0051] When the vehicle is in the autonomous driving mode, the second controller acquires the output torque of the actuator, the rotation angle of the output shaft of the second power source, the assisted driving signal, and the vehicle driving signal; and controls the second power source to output power according to the output torque of the actuator, the rotation angle of the output shaft of the second power source, the assisted driving signal, and the vehicle driving signal.

[0052] In a possible implementation manner, before controlling the coupling of the first clutch part and the second clutch part, the following steps are further included:

[0053] When the vehicle is in the autonomous driving mode, acquire the rotation angle of the actuator;

[0054] When the rotation angle of the actuator is in an acquirable state, the second controller adjusts the rotation angle of the second power source until the rotation angle of the second power source is adjusted to be the same as the rotation angle of the actuator, or the adjustment time exceeds the preset time.

[0055] In a possible implementation manner, the first power mechanism further includes a first controller for controlling the first power source to output power to the actuator, and the second power mechanism further includes a second controller for controlling the second power source to output power to the actuator;

[0056] When a failure occurs in the second power mechanism, controlling the first power mechanism to output power to the actuator includes the following steps:

[0057] The first controller receives a second power mechanism failure signal;

[0058] The first controller acquires the vehicle driving mode;

[0059] When the vehicle is in the manual driving mode, the first controller obtains the output torque of the actuator and obtains the vehicle driving signal; and controls the first power source to output power according to the output torque of the actuator and the vehicle driving signal.

[0060] In a possible implementation manner, after obtaining the vehicle driving mode, the following steps are further included:

[0061] When the vehicle is in the autonomous driving mode, the first controller obtains the assisted driving signal, obtains the output torque of the actuator and the vehicle driving signal, and controls the first power source to output power according to the assisted driving signal, the output torque of the actuator, and the vehicle driving signal.

[0062] In a third aspect, the present application further provides a storage medium, on which a control program of the steering device is stored. The control program of the steering device is executed by the controller to implement the steering control method, and the steering control method includes:

[0063] When the first power mechanism fails, control the second power mechanism to output power to the actuator;

[0064] When the second power mechanism fails, control the first power mechanism to output power to the actuator.

[0065] In a fourth aspect, the present application further provides a vehicle, the vehicle includes a steering device, and the steering device includes:

[0066] A first power mechanism, the first power mechanism has a first power source;

[0067] A second power mechanism, the second power mechanism includes a second power source and a clutch mechanism, the clutch mechanism includes a first clutch part and a second clutch part, and the first clutch part and the second clutch part can be coupled to each other or separated from each other; the first clutch part is connected to the second power source; and

[0068] An actuator, the actuator has a first input end, a second input end, and an output end. The first input end is connected to the first power source, the second input end is connected to the second clutch part, the output end is adapted to be connected to the wheel, and the actuator is adapted to convert the driving force output by the first power source or the second power source into the lateral force for wheel steering.

[0069] In this application, by introducing a second power mechanism, when the steering device is operating normally, the first power mechanism drives the first power source to output power to the actuator to drive the wheels to steer. When the first power mechanism fails, the first clutch part and the second clutch part are coupled, and the second power source is drivingly connected to the actuator, so as to continue to provide power for the movement of the actuator, thereby solving the problem that the vehicle cannot steer due to the failure of the first power mechanism and improving the driving safety of the vehicle. Description of the Drawings

[0070] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the drawings in the following description are only some embodiments of the present application. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0071] Figure 1 Structural schematic diagram of an embodiment of the vehicle provided by the present application;

[0072] Figure 2 is Figure 1 Signal interaction diagram of the vehicle in

[0073] Figure 3 Structural schematic diagram of the hardware operating environment involved in the solution of the present application;

[0074] Figure 4 Flow schematic diagram of the steering control method provided by the present application;

[0075] Figure 5 Flow schematic diagram of the second power mechanism driving the actuator to output power when the first power mechanism fails;

[0076] Figure 6 Flow schematic diagram of the first power mechanism driving the actuator to output power when the second power mechanism fails.

[0077] Description of the Reference Numerals:

[0078] 3000 - Vehicle;

[0079] 1000 - Steering Device;

[0080] 1 - First Power Mechanism, 11 - First Power Source, 12 - First Sensor, 13 - Reduction Mechanism, 14 - First Controller;

[0081] 2 - Second power mechanism, 21 - Second power source, 22 - Clutch mechanism, 221 - First clutch part, 222 - Second clutch part, 223 - Locking structure, 23 - Second sensor, 24 - Steering wheel, 241 - Disk body, 242 - Steering column tube, 25 - Second controller, 26 - Angle sensor;

[0082] 3 - Actuator, 31 - Steering gear, 32 - Steering transmission mechanism, 321 - Steering rocker arm, 322 - Drag link, 323 - Knuckle arm;

[0083] 2000 - Wheel. Detailed implementation

[0084] Next, the technical solutions in the embodiments of the present application will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present application.

[0085] It should be noted that when a component is referred to as being "fixed to" another component, it can be directly on the other component or there can also be an intermediate component. When a component is considered to be "connected" to another component, it can be directly connected to the other component or there may be an intermediate component at the same time.

[0086] Unless otherwise defined, all technical and scientific terms used in the present application have the same meaning as commonly understood by those skilled in the technical field to which the present application belongs. The terms used in the present application in the specification are only for the purpose of describing specific embodiments, and are not intended to limit the present application. The term "and / or" used in the present application includes any and all combinations of one or more of the related listed items.

[0087] Next, some embodiments of the present application will be described in detail in conjunction with the accompanying drawings. Without conflict, the following embodiments and the features in the embodiments can be combined with each other.

[0088] Please refer to Figure 1 , the present application provides a vehicle 3000, which can be a fuel vehicle, an electric vehicle, or a hybrid vehicle. The vehicle 3000 can be a sedan, a truck, or an off - road vehicle, and the present application does not limit this. The vehicle 3000 includes a vehicle body, wheels 2000, and a steering device 1000. The vehicle body serves as the support framework of the vehicle 3000 and is used to support and connect each component assembly of the vehicle 3000. The wheels 2000 are rotatably arranged on the vehicle body, and the number of wheels 2000 can be two, three, or four, and the present application does not limit this.

[0089] The steering device 1000 is provided on the vehicle body and is drivingly connected to the wheels 2000. The steering device 1000 can control the movement of the wheels 2000 to control the vehicle 3000 to move forward, backward or turn. The steering device 1000 includes a first power mechanism 1 and an actuator 3. The first power mechanism 1 serves as the power source of the steering device 1000. The first power mechanism 1 is drivingly connected to the actuator 3, and thus provides power for the movement of the actuator 3. The actuator 3 is drivingly connected to the wheels 2000 of the vehicle 3000. The actuator 3 is used to convert the driving force of the first power mechanism 1 into the lateral force for the vehicle 3000 to turn, thereby driving the vehicle 3000 to turn.

[0090] In the related art, since the power of the actuator 3 is all provided by the first power mechanism 1, when the first power mechanism 1 fails, the vehicle 3000 will lose its steering ability.

[0091] To solve the above problems, the steering device 1000 provided in the present application further includes a second power mechanism 2. The second power mechanism 2 includes a second power source 21 and a clutch mechanism 22. The clutch mechanism 22 includes a first clutch part 221 and a second clutch part 222. The first clutch part 221 and the second clutch part 222 can be coupled to each other or separated from each other. The first clutch part 221 is connected to the second power source 21, and the second clutch part 222 is connected to the actuator 3. In the present application, by introducing the second power mechanism 2, when the steering device 1000 operates normally, the first power mechanism 1 drives the first power source 11 to output power to the actuator 3 to drive the wheels 2000 to turn. When the first power mechanism 1 fails, the first clutch part 221 and the second clutch part 222 are coupled, and the second power source 21 is drivingly connected to the actuator 3, so as to continue to provide power for the movement of the actuator 3, thereby solving the problem that the vehicle 3000 cannot turn due to the failure of the first power mechanism 1 and improving the driving safety of the vehicle 3000.

[0092] Hereinafter, the steering device 1000 provided in the present application will be described in detail.

[0093] The steering device 1000 provided in the present application includes a first power mechanism 1. The first power mechanism 1 is drivingly connected to the actuator 3. The first power mechanism 1 includes a first power source 11, a speed reduction mechanism 13, and a first controller 14. The first power source 11 serves as the power source of the first power mechanism 1. The first power source 11 is connected to the actuator 3 to provide power for the movement of the actuator 3. The first power source 11 can be a motor or an engine. When the first power source 11 is a motor, the first power source 11 can be a synchronous motor or an asynchronous motor. When the first power source 11 is an engine, the first power source 11 can be a gasoline engine or a diesel engine. The present application does not limit this.

[0094] The reduction mechanism 13 is disposed between the first power source 11 and the actuator 3. The reduction mechanism 13 includes multiple sets of reduction gears. The reduction gears are used to adjust the output torque of the first power source 11 and are capable of converting the rotational driving force of the first power source 11 into a lateral driving force for the actuator 3 to move, thereby driving the wheels 2000 to steer. The reduction mechanism 13 can be a planetary gear reduction mechanism 13, a rack and pinion reduction mechanism 13, a worm gear reduction mechanism 13, or a ball screw reduction mechanism 13, and this application does not impose any restrictions on these.

[0095] The first controller 14 is electrically connected to the first power source 11. The first controller 14 is capable of receiving and processing external signals, thereby generating control signals to control the first power source 11 to output power. The first controller 14 can be a controller provided by the first power source 11, such as a motor controller, or it can be a central controller of the vehicle 3000, and this application does not limit this.

[0096] The first sensor 12 is provided on the actuator 3. The provision of the first sensor 12, on the one hand, can collect the output torque of the actuator 3 and transmit the collected data to the first controller 14, thereby assisting the first controller 14 in controlling the first power source 11. On the other hand, the first sensor 12 can collect the rotation angle of the output shaft of the first power source 11 and transmit it to the first controller 14. The first controller 14 itself can also collect the rotation angle of the output shaft of the first power source 11 through a position sensor provided in the first power source 11. The first controller 14 can verify and compare the collected rotation angle, thereby achieving a closed-loop control of the first power source 11 and improving the control accuracy of the first controller 14 over the first power source 11.

[0097] The actuator 3 includes a steering gear 31 and a steering transmission mechanism 32. The steering gear 31 has a first input, a second input, and a steering output. The first input of the steering gear 31 is connected to the first power source 11 via the reduction mechanism 13. The second input of the steering gear 31 is connected to the second power source 21. The steering output of the steering gear 31 is connected to the steering transmission mechanism 32. The steering gear 31 is used to amplify the driving force of the first power source 11 or the second power source 21 and transmit the amplified driving force to the steering transmission mechanism 32. The first sensor 12 is provided on the steering gear 31.

[0098] The steering transmission mechanism 32 is used to convert the steering driving forces of the first power source 11 and the second power source 21 into the lateral driving forces for the wheels 2000 to turn. The steering transmission mechanism 32 includes a steering rocker arm 321, a drag link 322, and a knuckle arm 323. One end of the steering rocker arm 321 is connected to the steering output end of the steering gear 31, and the other end is connected to the knuckle arm 323 through the drag link 322. The steering rocker arm 321 is used to convert the rotational force of the first power source 11 or the second power source 21 into a swinging force, thereby driving the knuckle arm 323 to swing. The drag link 322 is used to transmit the force and motion transmitted from the steering rocker arm 321 to the knuckle arm 323 and drive the knuckle arm 323 to move. An output end is provided on the knuckle arm 323, and the output end is used to be connected to the wheels 2000. The driving force of the first power source 11 or the second power source 21 can reach the knuckle arm 323 finally through the steering gear 31, the steering rocker arm 321, and the drag link 322, and drive the wheels 2000 to move laterally through the knuckle arm 323, thereby realizing the steering of the wheels 2000.

[0099] The second power mechanism 2 includes a second power source 21 and a clutch mechanism 22. The second power source 21 serves as the power source of the second power mechanism 2 and is used to output power outward. The second power source 21 can be a motor or an engine. When the second power source 21 is a motor, the second power source 21 can be a synchronous motor or an asynchronous motor. When the second power source 21 is an engine, the second power source 21 can be a gasoline engine or a diesel engine. This application does not make any restrictions on this.

[0100] The clutch mechanism 22 is used to connect and disconnect the second power source 21 and the actuator 3. The clutch mechanism 22 can be an electromagnetic clutch mechanism 22, a double-row planetary gear mechanism, or a jaw clutch mechanism 22. This application does not limit it. The clutch mechanism 22 includes a first clutch part 221 and a second clutch part 222. The first clutch part 221 is connected to the second power source 21, and the second drive part is connected to the second input end of the steering gear 31. The first clutch part 221 and the second clutch part 222 can move in a coupled or separated manner. When the first clutch part 221 and the second clutch part 222 are coupled to each other, the second power source 21 is drivingly connected to the second input end. When the first clutch part 221 and the second clutch part 222 are separated from each other, the connection between the second power source 21 and the second input end is disconnected. When the first power mechanism 1 is operating normally, the clutch mechanism 22 controls the first clutch part 221 and the second clutch part 222 to be separated from each other, thereby disconnecting the connection between the second power source 21 and the actuator 3, and then the first power source 11 provides power for the movement of the actuator 3. When the first power mechanism 1 is operating normally, the first clutch part 221 and the second clutch part 222 are separated from each other, and the second power source 21 is separated from the actuator 3. When the first power mechanism 1 fails, the clutch mechanism 22 controls the first clutch part 221 and the second clutch part 222 to be coupled to each other, thereby connecting the second power mechanism 2 to the actuator 3, and then the second power source 21 is used to replace the first power source 11 to provide power for the movement of the actuator 3.

[0101] The clutch mechanism 22 further includes a drive part, which is used to drive the first clutch part 221 and the second clutch part 222 to move. There can be various types of drive parts. When the clutch mechanism 22 is an electromagnetic clutch mechanism 22, the drive part is an electromagnetic coil. When the electromagnetic coil is energized, the electromagnetic coil adsorbs the first clutch part 221 and the second clutch part 222 to move in a direction away from each other, thereby realizing the separation of the clutch mechanism 22. When the electromagnetic coil is de-energized, the first clutch part 221 and the second clutch part 222 can approach each other under the action of a spring or other elastic members, thereby realizing the engagement and disengagement of the clutch mechanism 22. When the clutch mechanism 22 is a double-row planetary gear mechanism, the drive part is a motor and a transmission gear. The motor is connected to the first clutch part 221 and the second clutch part 222 through the transmission gear. The motor can drive the transmission gear to rotate through its own rotation, and then drive the first clutch part 221 and the second clutch part 222 to move closer or farther away.

[0102] When the clutch mechanism 22 is an electromagnetic clutch mechanism 22, in order to reduce the energy consumption of the clutch mechanism 22, in one embodiment of the present application, the clutch mechanism 22 also includes a locking structure 223, and the locking structure 223 includes a locking block and a driving unit. The driving unit is used to drive the locking block to move. The driving unit can be a motor screw or a cylinder. This application does not impose any restrictions on this. The locking block is movably arranged in the clutch mechanism 22, and the locking block is used to abut against the first clutch part 221 to prevent the first clutch part 221 from coupling with the second clutch part 222. In this way, when the electromagnetic coil loses power, the first clutch part 221 and the second clutch part 222 can still maintain a separated state, avoiding energy loss caused by continuous power supply to the electromagnetic coil, reducing the energy consumption of the clutch mechanism 22, reducing the temperature of the electromagnetic coil, and improving the stability of the operation of the clutch mechanism 22.

[0103] The second power mechanism 2 also includes a second controller 25. The second controller 25 can be a controller inherent to the second power source 21, such as a motor controller, or a central controller of the vehicle 3000, although this application is not limiting. The second controller 25 is used to control the output parameters of the second power source 21, thereby controlling the power output of the second power source 21. If the first controller 14 fails, the second controller 25 can replace the first controller 14 to control the power output of the first power source 11, thereby achieving control degradation of the steering device 1000 and improving the driving safety of the vehicle 3000.

[0104] The second power mechanism 2 also includes a steering wheel 24 and a rotation angle sensor 26. The steering wheel 24 is located in the cockpit of the vehicle body and is used to facilitate human-machine interaction between the driver and the vehicle 3000. The steering wheel 24 is connected to the output shaft of the second power source 21. The rotation angle sensor 26 is located on the output shaft of the second power source 21. The provision of the rotation angle sensor 26, on the one hand, can collect the rotation angle of the output shaft of the second power source 21. When the vehicle 3000 is in manual driving mode, the rotation angle sensor 26 can collect the rotation angle of the output shaft of the second power source 21, thereby collecting the rotation angle of the steering wheel 24. The collected rotation angle signal of the steering wheel 24 is sent to the first controller 14. The first controller 14 calculates the steering angle of the vehicle 3000 based on the rotation angle of the steering wheel 24, thereby driving the first power source 11 to control the actuator 3 to complete the steering.

[0105] On the other hand, the corner sensor 26 can also collect the torque of the output shaft of the second power source 21, so as to realize the collection of the input torque of the steering wheel 24. The torque data collected by the corner sensor 26 will be sent to the second controller 25. The second controller 25 will control the output shaft of the second power source 21 to move in the opposite direction of the rotation of the steering wheel 24 based on the torque data collected by the corner sensor 26 and in combination with the road surface signal on which the vehicle 3000 is traveling. In this way, resistance is set for the rotation of the steering wheel 24, and real road feeling feedback is simulated through the resistance, thereby improving the driver's perception ability of road conditions and the driver's driving experience.

[0106] The steering wheel 24 includes a wheel body 241 and a steering column tube 242. One end of the steering column tube 242 is connected to the wheel body 241, and the other end is connected to the output shaft of the second power source 21. The steering force of the driver on the steering wheel 24 can be transmitted to the steering column tube 242 through the wheel body 241 and then to the output shaft of the second power source 21 through the steering column tube 242. In an implementable embodiment of the present application, one end of the output shaft of the second power source 21 is connected to the first clutch part 221, and the other end and the steering column tube 242 are constructed as an integral part. The resistance torque of the output shaft of the second power source 21 on the steering wheel 24 can be directly transmitted to the wheel body 241 through the steering column tube 242. In this way, the rotational clearance between the output shaft of the second power source 21 and the steering column tube 242 is reduced, the resistance torque transmission distance of the second power source 21 is reduced, the resistance torque transmission loss of the second power source 21 is reduced, and the fineness of the road feeling feedback of the second power source 21 is improved.

[0107] In an implementable embodiment of the present application, the steering column tube 242 and the output shaft of the second power source 21 are coaxially arranged, that is, the axis of the output shaft of the second power source 21 coincides with the axis of the steering column tube 242. In this way, the spatial structure of the second power source 21 and the steering wheel 24 is optimized, so that the arrangement of the second power source 21 and the steering wheel 24 is more compact, the space occupied by the second power source 21 and the steering wheel 24 is reduced, and the space utilization rate of the second power source 21 and the steering wheel 24 is improved. On the other hand, since the steering column tube 242 and the output shaft of the second power source 21 are coaxially arranged, the rotation angle of the output shaft of the second power source 21 collected by the corner sensor 26 can be regarded as the rotation angle of the steering wheel 24. In this way, the conversion between the rotation angle of the steering wheel 24 and the rotation angle of the output shaft of the second power source 21 is omitted, and the control accuracy of the second power source 21 is improved.

[0108] The second power mechanism 2 further includes a second sensor 23, which is disposed on the steering wheel 24 and arranged coaxially with the steering column. The second sensor 23 can, on the one hand, collect the rotation angle and input torque of the steering wheel 24. In the second controller 25, the rotation angle and input torque collected by the second sensor 23 can be compared and verified with the rotation angle and input torque collected by the angle sensor 26, so as to realize the control closed-loop of the second controller 25 for the second power source 21, thereby improving the motion accuracy of the second power source 21 and the fineness of the road feeling feedback of the second power source 21. On the other hand, when the first sensor 12 is damaged, the second sensor 23 can replace the first sensor 12 to collect the output torque of the actuator 3 and send the collected data to the first controller 14, so that the first controller 14 can still obtain the torque signal output by the actuator 3 after the first sensor 12 is damaged, and then drive the wheel 2000 to complete steering.

[0109] Please refer to Figure 2 , Figure 2 which is the signal interaction diagram of the vehicle provided by this application. Hereinafter, the fault degradation scheme of the steering device provided by this application will be described in detail in conjunction with Figure 2 this.

[0110] The vehicle 3000 has an automatic driving mode and a manual driving mode. When the vehicle 3000 is in the automatic driving mode and the steering device 1000 is working properly, the control scheme of the steering device 1000 includes the following steps:

[0111] S101. Control the vehicle 3000 to be powered on, and control the first clutch part 221 and the second clutch part 222 to be decoupled, and the decoupling time ≤ 1000 ms.

[0112] S102. The second controller 25 collects the advanced driver assistance system (ADAS) signals of the vehicle 3000 and transmits them to the first controller 14. It should be noted that the full name of ADAS is Advanced Driver Assistance Systems. ADAS is an advanced driving assistance system. ADAS can collect environmental signals such as the driving state, road conditions, and traffic signs of the vehicle 3000 through sensors such as cameras, radars, lasers, and ultrasonic waves provided on the vehicle body, and generate ADAS signals according to the collected signals.

[0113] Generally speaking, the second controller 25 is usually the central controller of the vehicle. The central controller can collect and verify the ADAS signals, and transmit the verified ADAS signals to the first controller 14, so as to improve the accuracy of the ADAS signals. At the same time, since the first controller 14 no longer needs to undertake the task of verifying the ADAS signals, the first controller 14 can adopt a product with lower computing power and lower cost, which is conducive to cost savings.

[0114] S103. The first controller 14 collects the rotational torque and rotational angle of the actuator 3 through the first sensor 12.

[0115] S104. The first controller 14 collects vehicle motion signals, and the vehicle motion signals include the driving speed signal V of the vehicle 3000, the acceleration signal ax of the vehicle 3000 along its forward direction, and the acceleration signal ay of the vehicle 3000 perpendicular to its forward direction, etc.

[0116] S105. The first controller 14 controls the movement of the first power source 11 according to the vehicle 3000 assisted driving signal, the rotational torque and rotational angle of the actuator 3, and the vehicle motion signals, so as to drive the actuator 3 to operate through the first power source 11 and complete the steering of the vehicle 3000. In the above process, the vehicle 3000 assisted driving signal is the command signal necessary for the vehicle 3000 to turn, and the first controller 14 will control the rotation of the first power source 11 according to the vehicle 3000 assisted driving signal. The rotational torque and rotational angle of the actuator 3 and the vehicle motion signals are used to verify the vehicle 3000 assisted driving signal to realize the control closed-loop of the first controller 14, and further improve the control accuracy of the first controller 14 for the first power source 11.

[0117] When the vehicle 3000 is in the autonomous driving mode and the first power mechanism 1 fails, the steering device 1000 control scheme includes the following steps:

[0118] S106. The second controller 25 controls the first clutch part 221 and the second clutch part 222 to be coupled, and the coupling time ≤ 500 ms.

[0119] S107. The second controller 25 collects the rotational angle and rotational torque of the steering wheel 24 through the second sensor 23. The first clutch part 221 and the second clutch part 222 are coupled, so that the actuator 3, the output shaft of the second power source 21, and the steering wheel 24 are driven to be connected to each other. At this time, the rotational angle and rotational torque of the steering wheel 24 are equivalent to the rotational angle and rotational torque of the actuator 3. This step is equivalent to collecting the rotational torque and rotational angle of the actuator 3 through the second sensor 23 instead of the first sensor 12.

[0120] S108. The second controller 25 collects the assisted driving signals of the vehicle 3000 and collects the vehicle motion signals.

[0121] S109. The second controller 25 controls the movement of the second power source 21 according to the assisted driving signals of the vehicle 3000, the rotation angle and rotation torque of the steering wheel 24, and the vehicle motion signals, so as to drive the actuator 3 to operate by replacing the first power source 11 with the second power source 21, complete the steering degradation of the steering device 1000, and further enable the steering device 1000 to continue to complete the steering action. In the above process, the assisted driving signals of the vehicle 3000 are the command signals necessary for the vehicle 3000 to steer, and the second controller 25 will control the rotation of the second power source 21 according to the assisted driving signals of the vehicle 3000. The rotation angle and rotation torque of the steering wheel 24 and the vehicle motion signals are used to provide verification for the assisted driving signals of the vehicle 3000 to realize the control closed-loop of the first controller 14, and further improve the control accuracy of the first controller 14 for the first power source 11.

[0122] When the vehicle 3000 is in the autonomous driving mode and the second power mechanism 2 fails, the control scheme of the steering device 1000 includes the following steps:

[0123] S110. The first controller 14 collects the rotation torque and rotation angle of the actuator 3 through the first sensor 12.

[0124] S120. The first controller 14 collects the assisted driving signals of the vehicle 3000 and collects the vehicle motion signals.

[0125] S130. The first controller 14 controls the movement of the first power source 11 according to the assisted driving signals of the vehicle 3000, the rotation torque and rotation angle of the actuator 3, and the vehicle motion signals. In the above process, the assisted driving signals of the vehicle 3000 are the command signals necessary for the vehicle 3000 to steer, and the first controller 14 will control the rotation of the first power source 11 according to the assisted driving signals of the vehicle 3000. The rotation torque and rotation angle of the actuator 3 and the vehicle motion signals are used to provide verification for the assisted driving signals of the vehicle 3000 to realize the control closed-loop of the first controller 14, and further improve the control accuracy of the first controller 14 for the first power source 11.

[0126] When the vehicle 3000 is in the manual driving mode and the steering device 1000 is working properly, the control scheme of the steering device 1000 includes the following steps:

[0127] S201. Control the vehicle 3000 to be powered on, and control the first clutch part 221 and the second clutch part 222 to be decoupled, and the decoupling time ≤ 1000 ms.

[0128] S202. The second controller 25 collects the rotation angle of the output shaft through the angle sensor and transmits it to the first controller 14.

[0129] S203. The first controller 14 collects the rotation torque and rotation angle of the actuator 3 through the first sensor 12.

[0130] S204. The first controller 14 collects the vehicle motion signal and controls the motion of the first power source 11 according to the rotation angle of the output shaft of the second power source 21, the rotation angle of the output shaft collected by the angle sensor, and the vehicle motion signal, so as to drive the actuator 3 to operate through the first power source 11 and complete the steering of the vehicle 3000. In the above process, the rotation angle of the output shaft of the second power source 21 is the command signal necessary for the steering of the vehicle 3000. The first controller 14 will control the rotation of the first power source 11 according to the rotation angle of the output shaft of the second power source 21, thereby realizing the manual steering of the vehicle 3000. The rotation torque and rotation angle of the actuator 3 and the vehicle motion signal are used to provide verification for the rotation angle of the output shaft of the second power source 21 to realize the control closed-loop of the first controller 14, and then improve the control accuracy of the first controller 14 for the first power source 11.

[0131] When the vehicle 3000 is in the manual driving mode and the first power mechanism 1 fails, the steering device 1000 control scheme includes the following steps:

[0132] S205. The second controller 25 controls the first clutch part 221 and the second clutch part 222 to be coupled, and the coupling time ≤ 500 ms.

[0133] S206. The second controller 25 collects the rotation angle and rotation torque of the steering wheel 24 through the second sensor 23 and collects the rotation angle of the output shaft through the angle sensor. The coupling of the first clutch part 221 and the second clutch part 222 makes the actuator 3, the output shaft of the second power source 21, and the steering wheel 24 drive and connect with each other. At this time, the rotation angle and rotation torque of the steering wheel 24 are equivalent to the rotation angle and rotation torque of the actuator 3. This step is equivalent to collecting the rotation torque and rotation angle of the actuator 3 through the second sensor 23 instead of the first sensor 12.

[0134] S207. The second controller 25 collects vehicle motion signals, and controls the motion of the second power source 21 based on the rotation angle of the output shaft, the rotation angle and rotation torque of the steering wheel 24, and the vehicle motion signals, so as to drive the actuator 3 to operate through the first power source 11, and complete the steering of the vehicle 3000. In the above process, the rotation angle of the output shaft of the second power source 21 is the command signal necessary for the steering of the vehicle 3000. The first controller 14 will control the rotation of the second power source 21 according to the rotation angle of the output shaft of the second power source 21, so as to achieve power steering, reduce the difficulty of manual steering, and improve the response speed of the steering of the steering device 1000. The rotation angle and rotation torque of the steering wheel 24 and the vehicle motion signals are used to provide verification for the vehicle 3000 auxiliary driving signals, so as to realize the control closed-loop of the second controller 25, and further improve the control accuracy of the second controller 25 for the second power source 21.

[0135] When the vehicle 3000 is in the manual driving mode and the second power mechanism 2 fails, the control scheme of the steering device 1000 includes the following steps:

[0136] S208. The first controller 14 collects the rotation torque and rotation angle of the actuator 3 through the first sensor 12.

[0137] S209. The first controller 14 collects vehicle motion signals, and controls the motion of the first power source 11 based on the rotation torque and rotation angle of the actuator 3 and the vehicle motion signals, so as to drive the actuator 3 to operate through the first power source 11, and complete the steering of the vehicle 3000.

[0138] Please refer to Figure 3 , the vehicle provided by the present application further includes a communication bus 1001, a user interface 1002, a network interface 1003, and a memory 1004. The communication bus 1001 is used to realize the connection and communication between the first controller 14, the second controller 25, and other components. The user interface 1002 is mainly used for users to perform data interaction. The user interface 1002 may include a display screen (Display), an input unit such as a keyboard (Keyboard). Optionally, the user interface 1002 may further include a standard wired interface and a wireless interface. The network interface 1003 is mainly used for data communication with a network server. The network interface 1003 may optionally include a standard wired interface and a wireless interface (such as a wireless fidelity (Wireless-Fidelity, Wi-Fi) interface).

[0139] The memory 1004 is used to store computer instructions. The memory 1004 is used to store an operating system, a network communication module, a user interface module, a steering control program, etc. The memory 1004 can be a volatile memory or a non-volatile memory, or can include both volatile and non-volatile memories. Among them, the non-volatile memory can be a read-only memory (ROM), a programmable read-only memory (PROM), an erasable programmable read-only memory (EPROM), an electrically erasable programmable read-only memory (EEPROM), or a flash memory. The volatile memory can be a random access memory (RAM), which is used as an external cache. By way of example but not limitation, many forms of RAM are available, such as static random access memory (SRAM), dynamic random access memory (DRAM), synchronous dynamic random access memory (SDRAM), double data rate synchronous dynamic random access memory (DDR SDRAM), enhanced synchronous dynamic random access memory (ESDRAM), synchlink dynamic random access memory (SLDRAM), and direct rambus random access memory (DR RAM).

[0140] The present application also proposes a storage medium, on which a steering control program is stored. The steering control program is executed by a controller to implement a steering control method, so as to solve the problem that the steering device has poor anti-risk ability in the related art.

[0141] The present application also proposes a steering control method, which is applied to the above-mentioned steering device. Please refer to Figure 4 , Figure 4 which is a schematic flow diagram of an embodiment of the steering control method provided by the present application;

[0142] The steering control method includes the following steps:

[0143] S1. When the first power mechanism fails, control the second power mechanism to output power to the actuator.

[0144] S2. When the second power mechanism fails, control the first power mechanism to output power to the actuator.

[0145] In this application, the first power mechanism and the second power mechanism are redundantly arranged. When the first power mechanism fails, the second power mechanism is connected to the actuator and outputs power to the actuator to drive the vehicle to steer. When the second power mechanism fails, the first power mechanism is connected to the actuator and outputs power to the actuator to drive the vehicle to complete steering. In this way, the problem of single power of the steering device and poor risk resistance in the related art is solved, and the driving safety of the vehicle is improved.

[0146] Please refer to Figure 5 , Figure 5 FIG. is a schematic flow chart of the second power mechanism driving the actuator to output power when the first power mechanism fails. When the first power mechanism fails, controlling the second power mechanism to output power to the actuator includes the following steps:

[0147] S11. The second controller receives the first power mechanism failure signal.

[0148] The failure of the first power mechanism includes the failure of the first sensor, the failure of the first power source, the failure of the reduction mechanism, and the failure of the control module of the first power source.

[0149] S12. The second controller obtains the vehicle driving mode.

[0150] The vehicle driving mode includes the manual driving mode and the automatic driving mode. The manual driving mode means that the vehicle is manually operated by a human. The automatic driving mode means that the vehicle is operated by the vehicle controller.

[0151] S13. The second controller controls the first clutch part and the second clutch part to be coupled.

[0152] When the clutch mechanism is an electromagnetic clutch mechanism, the controller can control the first clutch part and the second clutch part to approach each other by de-energizing the electromagnetic coil or driving the locking block away from the first clutch part, thereby realizing the coupling of the first clutch part and the second clutch part. When the clutch mechanism is a double-row planetary gear mechanism, the controller can control the motor to rotate to drive the first clutch part and the second clutch part to approach each other, thereby realizing the coupling of the first clutch part and the second clutch part.

[0153] S14. When the vehicle is in the manual driving mode, the second controller obtains the output torque of the actuator, the rotation angle of the output shaft of the second power source, and the vehicle driving signal, and controls the second power source to output power according to the output torque of the actuator, the rotation angle of the output shaft of the second power source, and the vehicle driving signal.

[0154] The output torque of the actuator and the rotation angle of the output shaft of the second power source can be directly obtained through angle sensors provided on the actuator and the second power source, or can be indirectly obtained through a vision device or other sensing devices. This application does not limit this.

[0155] The rotation angle of the output shaft of the second power source is used to feedback the angle at which the driver turns the steering wheel and is a command signal necessary for vehicle steering. The output torque of the actuator and the vehicle driving signal are used to provide verification for the rotation angle of the output shaft of the second power source to achieve a control closed-loop of the controller for the second power source and improve the control accuracy of the controller for the second power source.

[0156] S15. When the vehicle is in the autonomous driving mode, the second controller acquires the output torque of the actuator, the rotation angle of the output shaft of the second power source, the assisted driving signal, and the vehicle driving signal, and controls the second power source to output power according to the output torque of the actuator, the rotation angle of the output shaft of the second power source, the assisted driving signal, and the vehicle driving signal.

[0157] The output torque of the actuator and the rotation angle of the output shaft of the second power source can be directly obtained through angle sensors provided on the actuator and the second power source, or can be indirectly obtained through a vision device or other sensing devices.

[0158] The assisted driving signal can be acquired by the assisted driving module, and the vehicle driving signal can be acquired by the vehicle driving state monitoring module.

[0159] The assisted driving signal is a command signal necessary for vehicle steering. The output torque of the actuator, the rotation angle of the output shaft of the second power source, and the vehicle driving signal are used to provide verification for the assisted driving signal to achieve a control closed-loop of the controller for the second power source and improve the control accuracy of the controller for the second power source.

[0160] In this embodiment, when the first controller receives the first power mechanism failure signal, the second controller will determine that the first power mechanism has failed. At this time, the second controller will identify the driving mode of the vehicle and control the first clutch part and the second clutch part to be coupled to each other. When the vehicle is in the manual driving mode, the second controller obtains the output torque of the actuator, the rotation angle of the output shaft of the second power source, and the vehicle driving signal, and controls the second power source to output power according to the output torque of the actuator, the rotation angle of the output shaft of the second power source, and the vehicle driving signal, so as to achieve the control degradation of the steering device in the manual driving mode, and then continue to drive the vehicle to steer. When the vehicle is in the autonomous driving mode, the second controller obtains the output torque of the actuator, the rotation angle of the output shaft of the second power source, the assisted driving signal, and the vehicle driving signal, and controls the second power source to output power according to the output torque of the actuator, the rotation angle of the output shaft of the second power source, the assisted driving signal, and the vehicle driving signal, so as to achieve the control degradation of the steering device in the autonomous driving mode, and then drive the vehicle to steer, improving the safety of the vehicle.

[0161] When the vehicle is in the autonomous driving mode, since the steering wheel no longer provides steering instructions, at this time, the steering wheel can participate in other functions, such as being used as a game controller, or for simulating the feel of maternity leave, such as the feel of a game scene, the feel of a training vehicle scene, or a non-functional feel that can be rotated arbitrarily. If a failure occurs in the steering device during the process of simulating the feel, at this time, the rotation angle of the steering wheel and the rotation angle of the actuator will not be unified, and thus mutual verification cannot be performed, affecting the control closed-loop of the controller. To solve the above problems, in an implementable embodiment of the present application: Before controlling the first clutch part and the second clutch part to be coupled, the following steps are further included:

[0162] When the vehicle is in the autonomous driving mode, obtain the rotation angle of the actuator.

[0163] When the rotation angle of the actuator is in an acquirable state, adjust the rotation angle of the second power source through the second controller until the rotation angle of the second power source is adjusted to be the same as the rotation angle of the actuator, or the adjustment time exceeds the preset time.

[0164] It should be noted that the rotation angle of the actuator being in an acquirable state means that the controller can obtain the rotation angle of the actuator through a sensor provided on the actuator or other means.

[0165] In this embodiment, when the first power mechanism of the steering device is damaged and the vehicle is in the manual driving mode, the rotation angle of the steering wheel and the rotation angle of the actuator are obtained. If the rotation angle of the actuator is in an unobtainable state, it proves that the sensor for detecting the rotation angle of the actuator in the first power mechanism is damaged. At this time, the second controller will skip the step of aligning the rotation angles of the steering wheel and the actuator and directly couple the first clutch and the second clutch. If the rotation angle of the actuator is in an obtainable state, it proves that the sensor for detecting the rotation angle of the actuator in the first power mechanism is in good condition. At this time, the second controller will adjust the rotation angle of the second power source until the rotation angle of the second power source is unified with the rotation angle of the actuator, thereby realizing the control closed-loop of the second power source and improving the control accuracy of the second controller for the second power source. At the same time, considering that in some cases, there may be a large deviation angle between the rotation angle of the output shaft of the second power source and the rotation angle of the actuator, therefore, in order not to affect the steering degradation due to the angle adjustment of the second power source, this embodiment places a limit on the realization of the rotation angle adjustment of the output shaft of the second power source. When the rotation angle of the output shaft of the second power source still cannot be unified with the rotation angle of the actuator within the preset time, the adjustment of the rotation angle of the output shaft of the second power source will be skipped, and the coupling of the first clutch part and the second clutch part will be directly performed.

[0166] Please refer to Figure 6 , Figure 6 is a schematic flow chart of the first power mechanism driving the actuator to output power when the second power mechanism fails. When the second power mechanism fails, controlling the first power mechanism to output power to the actuator includes the following steps:

[0167] S21. The first controller receives the second power mechanism failure signal.

[0168] The second power mechanism failure includes second sensor failure, second power source failure, clutch mechanism failure, and control module failure of the second power source.

[0169] S22. The first controller obtains the vehicle driving mode.

[0170] The vehicle driving mode includes manual driving mode and autonomous driving mode. The manual driving mode means that the vehicle movement is manually operated by a human. The autonomous driving mode means that the vehicle movement is operated by the vehicle controller.

[0171] S23. When the vehicle is in the manual driving mode, the first controller obtains the output torque of the actuator and obtains the vehicle driving signal, and controls the first power source to output power according to the output torque of the actuator and the vehicle driving signal.

[0172] The output torque of the actuator can be directly obtained through an angle sensor provided in the actuator, or indirectly obtained through a vision device or other sensing devices. This application does not limit this.

[0173] The steering command of the vehicle is directly issued by the steering wheel. The output torque of the actuator and the vehicle driving signal are used to calibrate the vehicle steering structure.

[0174] S24. When the vehicle is in the autonomous driving mode, the first controller obtains the assisted driving signal, the output torque of the actuator, and the vehicle driving signal, and controls the first power source to output power according to the controlled assisted driving signal, the output torque of the actuator, and the vehicle driving signal.

[0175] Among them, the assisted driving signal is a command signal necessary for vehicle steering. The output torque of the actuator and the vehicle driving signal are used to provide calibration for the assisted driving signal to realize the control closed-loop of the controller for the second power source and improve the control accuracy of the controller for the second power source.

[0176] In this embodiment, when the controller receives the second power mechanism failure signal, it will determine that the second power mechanism has failed. At this time, the controller will identify the driving mode of the vehicle. When the vehicle is in the manual driving mode, the controller will obtain the output torque of the actuator and the vehicle driving signal, and control the first power source to output power according to the output torque of the actuator and the vehicle driving signal. Thus, under the manual driving mode, the control of the steering device is degraded, and then the vehicle is continued to be driven for steering. When the vehicle is in the autonomous driving mode, the controller obtains the assisted driving signal, the output torque of the actuator, and the vehicle driving signal, and controls the first power source to output power according to the controlled assisted driving signal, the output torque of the actuator, and the vehicle driving signal, so as to realize the control degradation of the steering device under the autonomous driving mode, and then drive the vehicle to steer, improving the safety of the vehicle.

[0177] In the description of the embodiments of the present application, it should be noted that the orientation or positional relationship indicated by the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. is based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation to the present application.

[0178] The above-disclosed is only a preferred embodiment of the present application. Of course, the scope of rights of the present application cannot be limited by this. Those of ordinary skill in the art can understand all or part of the processes of implementing the above embodiments, and the equivalent changes made according to the claims of the present application still fall within the scope covered by the present application.

Claims

1. A steering device, applied to a vehicle, characterized in that, Comprising: Steering wheel; First power mechanism, the first power mechanism having a first power source; Second power mechanism, the second power mechanism including a second power source and a clutch mechanism, the second power source being connected to the steering wheel, the second power source being adapted to provide resistance to the rotation of the steering wheel; the clutch mechanism including a first clutch part and a second clutch part, the first clutch part and the second clutch part being capable of being coupled to each other or separated from each other; the first clutch part being connected to the second power source; Actuating mechanism, the actuating mechanism having a first input end, a second input end and an output end, the first input end being connected to the first power source, the second input end being connected to the second clutch part, the output end being adapted to be connected to a wheel; the actuating mechanism being adapted to convert the driving force output by the first power source into a lateral force for wheel steering; Corner sensor and second sensor; the steering wheel being connected to the output shaft of the second power source; the corner sensor being provided on the output shaft to collect the rotation angle of the output shaft; the second sensor being provided on the steering wheel to collect the rotation angle and rotation torque of the steering wheel; The second power source is adapted to couple the first clutch part and the second clutch part when the first power mechanism fails, and the actuating mechanism is adapted to convert the driving force output by the second power source into a lateral force for wheel steering to provide assistance for the rotation of the steering wheel.

2. The steering device according to claim 1, characterized in that, The first power mechanism further includes a first controller, and the second power mechanism further includes a second controller; When the first power mechanism fails, the second controller controls the second power source to output power to the actuating mechanism; When the second power mechanism fails, the first controller controls the first power source to output power to the actuating mechanism.

3. The steering device according to claim 2, characterized in that, Further included is a first sensor, the first sensor being provided on the actuating mechanism, the first sensor being used to collect the rotation torque and rotation angle of the actuating mechanism.

4. The steering device according to claim 3, characterized in that, When the vehicle is in the autonomous driving mode and the steering device is working properly, the second controller collects vehicle assisted driving signals and transmits them to the first controller; The first controller collects the rotation torque and rotation angle of the actuating mechanism through the first sensor; The first controller collects vehicle movement signals and controls the movement of the first power source according to the vehicle assisted driving signals, the rotation torque and rotation angle of the actuating mechanism, and the vehicle movement signals.

5. The steering device according to claim 3, wherein, When the vehicle is in the autonomous driving mode and the second power mechanism fails, the first controller collects the rotation torque and rotation angle of the actuating mechanism through the first sensor; The first controller collects vehicle assisted driving signals and collects vehicle movement signals; The first controller controls the movement of the first power source according to the vehicle assisted driving signals, the rotation torque and rotation angle of the actuating mechanism, and the vehicle movement signals.

6. The steering device according to claim 5, characterized in that, When the vehicle is in the autonomous driving mode and the first power mechanism fails, the second controller controls the first clutch part and the second clutch part to be coupled; The second controller collects the rotation angle and rotation torque of the steering wheel through the second sensor; The second controller collects vehicle assisted driving signals and vehicle motion signals; The second controller controls the motion of the second power source according to the vehicle assisted driving signals, the rotation angle and rotation torque of the steering wheel, and the vehicle motion signals.

7. The steering device according to claim 5, characterized in that, When the vehicle is in the manual driving mode and the steering device is working properly, the second controller collects the rotation angle of the output shaft through the angle sensor and transmits it to the first controller; The first controller collects the rotation torque and rotation angle of the actuator through the first sensor; The first controller collects vehicle motion signals and controls the motion of the first power source according to the rotation angle of the output shaft, the rotation torque and rotation angle of the actuator, and the vehicle motion signals.

8. The steering device according to claim 5, wherein, When the vehicle is in the manual driving mode and the first power mechanism fails, the second controller controls the first clutch part and the second clutch part to be coupled; The second controller collects the rotation angle and rotation torque of the steering wheel through the second sensor, and collects the rotation angle of the output shaft through the angle sensor; The second controller collects vehicle motion signals and controls the motion of the second power source according to the rotation angle of the output shaft, the rotation angle and rotation torque of the steering wheel, and the vehicle motion signals.

9. The steering device according to claim 5, characterized in that, When the vehicle is in the manual driving mode and the second power mechanism fails, the first controller collects the rotation torque and rotation angle of the actuator through the first sensor; The first controller collects vehicle motion signals and controls the motion of the first power source according to the rotation torque and rotation angle of the actuator and the vehicle motion signals.

10. The steering device according to claim 1, characterized in that, The second power source has an output shaft, one end of the output shaft is connected to the first clutch part, and the other end is integrally formed with the steering wheel.

11. The steering device according to claim 10, characterized in that, The steering wheel includes a wheel body and a steering column tube, one end of the steering column tube is connected to the wheel body, and the other end is connected to the output shaft; The axis of the steering column tube coincides with the axis of the output shaft.

12. The steering device according to claim 1, characterized in that The clutch mechanism further includes a locking structure, and the locking structure includes: A locking block, the locking block is movably arranged in the clutch mechanism, and the locking block is used to abut against the first clutch part to prevent the first clutch part from being coupled with the second clutch part; A driving unit, the driving unit is used to drive the locking block to move.

13. A steering control method, characterized in that, The described steering control method is applied to a steering device, which includes a steering wheel, a first power mechanism, a second power mechanism, an actuator, a steering angle sensor, and a second sensor. The first power mechanism has a first power source. The second power mechanism includes a second power source and a clutch mechanism. The second power source is connected to the steering wheel and is used to provide resistance to the rotation of the steering wheel. The clutch mechanism includes a first clutch part and a second clutch part, which can be coupled or separated from each other. The first clutch part is connected to the second power source. The actuator has a first input end, a second input end, and an output end. The first input end is connected to the first power source, the second input end is connected to the second clutch part, and the output end is adapted to be connected to the wheels. The actuator is adapted to convert the driving force output by the first power source into a lateral force for wheel steering. The steering wheel is connected to the output shaft of the second power source. The steering angle sensor is provided on the output shaft to collect the rotation angle of the output shaft. The second sensor is provided on the steering wheel to collect the rotation angle and rotation torque of the steering wheel. The described steering control method includes the following steps: When the first power mechanism fails, control the first clutch part and the second clutch part to be coupled, and convert the driving force output by the second power source into a lateral force for wheel steering to provide assistance for the rotation of the steering wheel. When the second power mechanism fails, control the first power mechanism to output power to the actuator.

14. The steering control method according to claim 13, characterized in that, The first power mechanism further includes a first controller, which is used to control the first power source to output power to the actuator. The second power mechanism further includes a second controller, which is used to control the second power source to output power to the actuator. When the first power mechanism fails, controlling the second power mechanism to output power to the actuator includes the following steps: The second controller receives a first power mechanism failure signal. The second controller obtains the vehicle driving mode. The second controller controls the first clutch part and the second clutch part to be coupled. When the vehicle is in the manual driving mode, the second controller obtains the output torque of the actuator, the rotation angle of the output shaft of the second power source, and the vehicle driving signal. And controls the second power source to output power according to the output torque of the actuator, the rotation angle of the output shaft of the second power source, and the vehicle driving signal.

15. The steering control method according to claim 14, wherein After controlling the first clutch part and the second clutch part to be coupled, the following steps are further included: When the vehicle is in the autonomous driving mode, the second controller obtains the output torque of the actuator, the rotation angle of the output shaft of the second power source, the assisted driving signal, and the vehicle driving signal; and controls the second power source to output power according to the output torque of the actuator, the rotation angle of the output shaft of the second power source, the assisted driving signal, and the vehicle driving signal.

16. The steering control method according to claim 14, characterized in that, Before controlling the coupling of the first clutch part and the second clutch part, the following steps are further included: When the vehicle is in the autonomous driving mode, obtain the rotation angle of the steering wheel and the rotation angle of the actuator; When the rotation angle of the actuator is in an acquirable state, the second controller adjusts the rotation angle of the second power source until the rotation angle of the second power source is adjusted to be the same as the rotation angle of the actuator, or the adjustment time exceeds a preset time.

17. The steering control method according to claim 13, characterized in that, The first power mechanism further includes a first controller, and the first controller is used to control the first power source to output power to the actuator. The second power mechanism further includes a second controller, and the second controller is used to control the second power source to output power to the actuator; When a failure occurs in the second power mechanism, controlling the first power mechanism to output power to the actuator includes the following steps: The first controller receives a second power mechanism failure signal; The first controller obtains the vehicle driving mode; When the vehicle is in the manual driving mode, the first controller obtains the output torque of the actuator and obtains a vehicle driving signal; And control the first power source to output power according to the output torque of the actuator and the vehicle driving signal.

18. The steering control method according to claim 17, characterized in that After obtaining the vehicle driving mode, the following steps are further included: When the vehicle is in the autonomous driving mode, the first controller obtains an assisted driving signal, obtains the output torque of the actuator, and the vehicle driving signal, and controls the first power source to output power according to the assisted driving signal, the output torque of the actuator, and the vehicle driving signal.

19. A storage medium, characterized in that, A control program for a steering device is stored on the storage medium, and the control program for the steering device is executed by a controller to implement the steering control method according to any one of claims 13 to 18.

20. A vehicle, characterized in that, Including the steering device according to any one of claims 1 to 12.

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