All-vector line-controlled chassis steering manipulation structure and steering execution control method

Abstract

The application discloses a full-vector line control chassis steering control structure and a steering execution control method. In the structure, a steering wheel part, a column part, a universal joint part and a road feeling part are sequentially fixedly connected; a rocker part is sleeved on the column part and fixed to a vehicle body; the road feeling part and the rocker part both have a self-locking state and a releasing state, wherein when the rocker part is in the self-locking state, the road feeling part is in the releasing state, the steering wheel part can only rotate, and the road feeling is provided through the road feeling part when the steering wheel part rotates; when the rocker part is in the releasing state, the road feeling part is in the self-locking state, the steering wheel part can only translate, and the road feeling is provided through the rocker part when the steering wheel part translates. The structure lays a good foundation for more steering execution forms, and has simple steering operation, simple modification, small occupied space and low cost.

Description

Technical Field

[0001] The present invention relates to the field of intelligent vehicles, and in particular to a full-vector wire-controlled chassis steering control structure and a steering execution control method. Background Art

[0002] With the continuous advancement of automotive technology, steer-by-wire chassis, which eliminate mechanical connections through electrical signals, are gradually replacing traditional mechanical chassis and have become a key technology for autonomous vehicles. However, current research on steer-by-wire systems is mostly limited to eliminating the mechanical connection between the steering mechanism and the actuator. Mechanical connections between individual axles and even wheels still limit vehicle agility and stability. Further decoupling the mechanical connection between all wheels would result in a fully vectored steer-by-wire chassis.

[0003] Because each wheel experiences three independent force vectors—longitudinal, lateral, and vertical—a full-vector chassis ensures that each wheel's force vectors are independently controllable. As an overdrive system, traditional steering systems are clearly unable to handle the excess degrees of freedom. Improving human-machine interaction during the steering process while also enabling steering wheel position adjustment is a pressing issue. Some technologies have emerged, such as: a steering control device and steering wheel adjustment method (patent application number 202311594393.9), which uses two adjustment motors to drive the control mechanism to move, thereby realizing electric adjustment of the steering wheel position, but the overall structure of this technology is relatively complex and is only applicable to traditional wire-controlled steering forms; a three-wheel failure emergency driving method for a vehicle with four-wheel independent drive and steering (patent application number 202310403523.X), which proposes a redundant control method after the failure of each electric wheel, but does not propose a complete mathematical model and control strategy, nor does it specify how the driver should operate; a sanitation vehicle with joystick steering (patent application number 202311443031.X), which proposes the use of an electric cylinder to realize steering execution and a joystick to realize steering control. This form of control can realize one-handed steering, but is only applicable to special vehicles with low speed and stable form. Summary of the Invention

[0004] The present invention aims to solve at least one of the technical problems existing in the prior art. To this end, one objective of the present invention is to provide a steering control structure for a full-vector, by-wire chassis. This structure lays a good foundation for a wider range of steering actuation options for full-vector, by-wire chassis. Furthermore, the steering operation is simple, modification is straightforward, space is small, and cost is low.

[0005] According to an embodiment of the present invention, the full-vector wire-controlled chassis steering control structure includes a steering wheel part, a column part, a universal joint part, a road feel part and a rocker part; the steering wheel part, the column part, the universal joint part and the road feel part are fixedly connected in sequence; the rocker part is sleeved on the column part and fixed to the vehicle body; the road feel part and the rocker part both have a self-locking state and a released state, wherein, when the rocker part is in the self-locking state, the road feel part is in the released state, the steering wheel part can only rotate, and the road feel is provided by the road feel part when the steering wheel part rotates; when the rocker part is in the released state, the road feel part is in the self-locking state, the steering wheel part can only move horizontally, and the road feel is provided by the rocker part when the steering wheel part moves horizontally.

[0006] According to the steering control structure of the full-vector wire-controlled chassis in an embodiment of the present invention, by providing a rocker part, a universal joint part and a road feel part, the steering wheel part can be operated in both rotation and translation, laying a good foundation for more steering execution forms of the full-vector wire-controlled chassis, and the steering operation is simple; compared with the existing steering control mechanism, the modification is simple, the space occupied is small, and the cost is low.

[0007] In some embodiments, the rocker part includes a shell seat, a bracket unit, a motor unit and a detection unit; the bracket unit is movably arranged in the shell seat, the column part passes through the shell seat and the bracket unit, the motor unit and the detection unit are arranged on the bracket unit, and the shell seat and the motor unit are fixed to the vehicle body; when the motor unit is in a self-locking state, the steering wheel part can only rotate, and when the motor unit is in a released state, the steering wheel part can only move horizontally, the motor unit is used to provide road feel when the steering wheel moves horizontally and to automatically return the steering wheel part to the center position after the steering wheel part moves horizontally, and the detection unit is used to detect the angle of the steering wheel part during translation.

[0008] In some embodiments, the bracket unit includes a first bracket and a second bracket, the first bracket and the second bracket are arranged perpendicular to each other in the shell base and are respectively rotatably supported on the shell base; the pipe column portion passes through the shell base, the first bracket and the second bracket; the motor unit includes a first motor and a second motor, the first motor is fixed to the first bracket, and the second motor is fixed to the second bracket.

[0009] In some embodiments, the first bracket includes a first arc portion and first supporting ends located at both ends of the first arc portion in a circumferential direction; the first arc portion has a first arc-shaped groove extending along its circumference, and the first supporting ends are rotatably supported on the housing seat;

[0010] The second bracket includes a second arc portion and second supporting ends located at both ends of the second arc portion in the circumferential direction; the second arc portion has a second arc groove extending along its circumference, and the second supporting ends are rotatably supported on the housing seat; the pipe column portion passes through the first arc groove and the second arc groove;

[0011] The first motor is fixed to the first supporting end, and the second motor is fixed to the second supporting end.

[0012] In some embodiments, the detection unit includes a first detection member and a second detection member, the first detection member is fixed on the shell base and cooperates with the first supporting end, and the second detection member is fixed on the shell base and cooperates with the second supporting end.

[0013] In some embodiments, the motor unit and the detection unit are arranged outside the housing.

[0014] In some embodiments, the road sense part includes a worm gear shaft with a torque angle sensor, a worm, and a road sense motor; the worm gear shaft is fixed to the universal joint part, for example, by a spline clamping fixation, and the worm gear shaft cooperates with the worm, and the output end of the worm cooperates with the road sense motor; the torque angle sensor is used to detect the angle and torque of the steering wheel part when the steering wheel part rotates, so as to control the rotation of each corner module of the full vector chassis, realize the full vector wire-controlled chassis steering and realize the road sense feedback function, and the road sense motor is used to provide road sense when the steering wheel part rotates.

[0015] In some embodiments, a motor controller is further included, and the motor controller is used to control the road sensing motor, the first motor and the second motor.

[0016] In some embodiments, the steering wheel part includes a steering wheel body and a steering mode switching module arranged on the steering wheel body. The steering wheel body is coaxially fixed with the column part, and the steering mode switching module is used to switch different steering modes.

[0017] The present invention also proposes a full-vector wire-controlled chassis steering execution control method.

[0018] According to the full-vector by-wire chassis steering execution control method of the embodiment of the present invention, the full-vector by-wire chassis steering control structure described in the embodiment of the present invention is adopted in combination with Ackermann steering to achieve normal steering mode, corner steering mode and oblique steering mode;

[0019] In the normal steering mode, the rocker part is in a self-locking state, the road sensing part is in a released state and provides a first soft limit. At this time, the steering wheel part can only rotate but not move horizontally. When the steering wheel part is rotated, the vehicle controller controls the steering angle of each corner module of the full vector chassis according to the angle of the steering wheel part measured by the road sensing part, and the road sensing part provides road feel. The first soft limit limits the rotation of the steering wheel part within a first maximum turning angle range.

[0020] In the corner steering mode, the rocker portion is in a self-locking state, the road sensing portion is in a released state and provides a second soft limit. At this time, the steering wheel portion can only rotate but not move horizontally. When the steering wheel portion is rotated, the vehicle controller controls the steering angle of each corner module of the full vector chassis according to the angle of the steering wheel portion measured by the road sensing portion, and the road sensing portion provides road feel. The second soft limit limits the steering wheel portion to rotate within a second maximum turning angle range, and the second maximum turning angle is greater than the first maximum turning angle.

[0021] In the oblique steering mode: the rocker part is in a released state, and the road feel part is in a self-locking state. At this time, the steering wheel part can only move horizontally but cannot rotate. The vehicle controller controls the steering angle of each corner module of the full vector chassis based on the angle of the steering wheel part measured by the rocker part, and the steering angle of each corner module is equal, and each wheel is in a parallel state. At the same time, the rocker part provides road feel.

[0022] The steering control method for a full-vector chassis according to the present invention utilizes the full-vector, by-wire chassis steering control structure according to the present invention and combines it with Ackerman steering to implement normal, corner, and diagonal steering modes. In normal steering mode, the driver can transition from a conventional steering system to the present invention's steering system without additional training. In corner steering mode, the system significantly improves vehicle maneuverability. In diagonal steering mode, it greatly facilitates maneuvers such as reversing into parking spaces. Furthermore, the joystick also enables electrically adjustable steering wheel position, simplifying modification and minimizing space requirements compared to existing technologies.

[0023] Additional aspects and advantages of the present invention will be set forth in part in the description which follows and, in part, will be obvious from the description which follows, or may be learned by practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the following description of the embodiments with reference to the accompanying drawings, in which:

[0025] Figure 1This is an exemplary structural diagram of the full-vector wire-controlled chassis steering control structure (neutral state) of an embodiment of the present invention.

[0026] Figure 2 This is an exemplary structural diagram of the full-vector wire-controlled chassis steering control structure (displacement state) according to an embodiment of the present invention.

[0027] Figure 3 This is an exploded view of an exemplary structure of the full-vector wire-controlled chassis steering control structure according to an embodiment of the present invention.

[0028] Figure 4 Schematic diagram of the corresponding relationship between steering manipulation and execution structure in corner turning mode according to an embodiment of the present invention.

[0029] Figure 5 Schematic diagram of the corresponding relationship between steering control and execution structure in the oblique steering mode of an embodiment of the present invention.

[0030] Reference numerals:

[0031] Steering wheel part 1; steering wheel body 101; locking member 102; rocker part 2; shell base 201; bracket unit 202; first bracket 2021; first arc portion 20211; first arc groove 20211a; second bracket 2022; second arc portion 20221; second arc groove 20221a; motor unit 203; first motor 2031; second motor 2032; detection unit 204; first detection member 2041; second detection member 2042; column part 3; tube shaft 301; tube shell 302; bearing 303; universal joint part 4; road sense part 5; worm gear shaft 501; worm 502; four-jaw chuck 5021; road sense motor 503; torsion bar 504; outer shell 505; upper shell 5051; lower shell 5052. DETAILED DESCRIPTION

[0032] The following describes embodiments of the present invention in detail. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended only to explain the present invention and are not to be construed as limiting the present invention.

[0033] The following combination Figures 1 to 5 The full-vector wire-controlled chassis steering control structure and steering execution control method according to an embodiment of the present invention are described.

[0034] like Figures 1 to 3As shown, the full-vector wire-controlled chassis steering control structure of an embodiment of the present invention includes a steering wheel portion 1, a column portion 3, a universal joint portion 4, a road feel portion 5, and a rocker portion 2. The steering wheel portion 1, the column portion 3, the universal joint portion 4, and the road feel portion 5 are fixedly connected in sequence. The steering wheel portion 1 is operated by the driver. The column portion 3 is used to support the steering wheel portion 1 and transmit torque. The universal joint portion 4 can cause the column portion 3 to swing, thereby allowing the steering wheel portion 1 to move horizontally in the rocker portion 2. The universal joint portion 4 is also used to transmit torque. The rocker portion 2 is mounted on the column portion 3 and fixed to the vehicle body. Both the road feel part 5 and the rocker part 2 have a self-locking state and a released state. When the rocker part 2 is in the self-locking state, the road feel part 5 is in the released state, and the steering wheel part 1 can only rotate because the column part 3 is constrained by the rocker part 2 in the self-locking state. When the steering wheel part 1 rotates, the road feel is provided through the road feel part 5; when the rocker part 2 is in the released state, the road feel part 5 is in the self-locking state, and the steering wheel part 1 can only move horizontally because it is constrained by the road feel part 5 in the self-locking state. When the steering wheel part 1 moves horizontally, the road feel is provided through the rocker part 2.

[0035] According to the steering control structure of the full-vector wire-controlled chassis in an embodiment of the present invention, by providing the rocker part 2, the universal joint part 4 and the road feel part 5, the steering wheel part 1 can be operated in rotation and translation, laying a good foundation for more steering execution forms of the full-vector wire-controlled chassis, and the steering operation is simple; compared with the existing steering control mechanism, the modification is simple, the space occupied is small, and the cost is low.

[0036] In some embodiments, the rocker portion 2 includes a housing 201, a bracket unit 202, a motor unit 203, and a detection unit 204. The bracket unit 202 is movably disposed within the housing 201, i.e., the bracket unit 202 and the housing 201 are movably connected. The column portion 3 passes through the housing 201 and the bracket unit 202, and the bracket unit 202 constrains the range of movement of the column portion 3. The motor unit 203 and the detection unit 204 are disposed on the bracket unit 202, and the housing 201 and the motor unit 203 are fixed to the vehicle body. When the motor unit 203 is in the self-locking state, the bracket unit 202 is immobilized, thereby restricting the column portion 3 from swinging about the universal joint portion 4. At this time, the road sense portion 5 is in the released state, allowing the steering wheel portion 1 to rotate only. When the steering wheel portion 1 rotates, torque is transmitted through the column portion 3 and the universal joint portion 4. The road sense portion 5 provides road feel and detects the rotation angle of the steering wheel portion 1 to control the rotation of the various corner modules of the full-vector chassis, achieving full-vector by-wire steering. When the motor unit 203 is in the released state, the steering wheel portion 1 can only move horizontally. The motor unit 203 is used to provide road feel during translation and automatically reset the steering wheel portion 1 after translation. The detection unit 204 is used to detect the angle of the steering wheel portion 1 during translation to control the rotation of the various corner modules of the full-vector chassis, achieving full-vector by-wire steering. The rocker portion 2 has a simple structure, occupies a small space, and is low in cost.

[0037] In some embodiments, the bracket unit 202 includes a first bracket 2021 and a second bracket 2022, which are arranged perpendicular to each other within the housing 201 and are each rotatably supported on the housing 201. The pipe column portion 3 passes through the housing 201, the first bracket 2021, and the second bracket 2022. The motor unit 203 includes a first motor 2031 and a second motor 2032, one each. The first motor 2031 is fixed to the first bracket 2021, and the second motor 2032 is fixed to the second bracket 2022. When the first motor 2031 and the second motor 2032 are both in the self-locking state, the first bracket 2021 and the second bracket 2022 cannot rotate. At this time, the first bracket 2021 and the second bracket 2022 constrain the column part 3, so that the column part 3 cannot swing around the universal joint part 4. At this time, the road sense part 5 is in the released state, and the steering wheel part 1 can only rotate. When the steering wheel part 1 rotates, the road sense part 5 provides road sense and detects the rotation angle of the steering wheel part 1, so as to control the rotation of each corner module of the full vector chassis and realize the full vector wire-controlled chassis steering. When the first motor 2031 and the second motor 2032 are both in the self-release state, the first bracket 2021 and the second bracket 2022 can both rotate, so that the column part 3 can swing around the universal joint part 4. At this time, the road sense part 5 is in the self-locking state, and the steering wheel part 1 cannot rotate but can only move horizontally. When the steering wheel part 1 moves horizontally, the first motor 2031 and the second motor 2032 provide road sense, and the detection unit 204 detects the translation angle of the steering wheel part 1 to control the rotation of each corner module of the full vector chassis and realize the full vector wire-controlled chassis steering.

[0038] In some embodiments, the first bracket 2021 includes a first arc portion 20211 and a first support end located at both circumferential ends of the first arc portion 20211; the first arc portion 20211 has a first arc groove 20211a extending along its own circumference, and the first support end is rotatably supported on the shell seat 201; the second bracket 2022 includes a second arc portion 20221 and a second support end located at both circumferential ends of the second arc portion 20221; the second arc portion 20221 has a second arc groove 20221a extending along its own circumference, and the second support end is rotatably supported on the shell seat 201; the column part 3 passes through the first arc groove 20211a and the second arc groove 20221a; the first motor 2031 is fixed to the first support end, and the second motor 2032 is fixed to the second support end. When the column portion 3 swings along the first arcuate slot 20211a, it drives the second bracket 2022 to rotate. When the column portion 3 swings along the second arcuate slot 20221a, it drives the first bracket 2021 to rotate. Therefore, when the first motor 2031 and the second motor 2032 are both in the self-locking state, the first bracket 2021 and the second bracket 2022 cannot rotate, preventing the column portion 3 from swinging and, in turn, preventing the steering wheel portion 1 from moving horizontally. When the first motor 2031 and the second motor 2032 are both in the released state, the first bracket 2021 and the second bracket 2022 can rotate freely, allowing the column portion 3 to swing about the universal joint portion 4, thereby allowing the steering wheel portion 1 to move horizontally.

[0039] In some embodiments, detection unit 204 includes a first detection member 2041 and a second detection member 2042. First detection member 2041 is fixed to housing base 201 and engages with the first support end, while second detection member 2042 is fixed to housing base 201 and engages with the second support end. First detection member 2041 and second detection member 2042 are used to detect the angle of steering wheel portion 1 during translation, thereby controlling the rotation of each corner module of the full-vector chassis and realizing full-vector steer-by-wire chassis.

[0040] In some embodiments, the motor unit 203 and the detection unit 204 are arranged outside the housing 201, so that the arrangement is reasonable and the installation is convenient. Specifically, the housing 201 is square, the first motor 2031 is coaxially fixed to the first bracket 2021, for example, by spline fitting and clamping; the second motor 2032 is coaxially fixed to the second bracket 2022, for example, by spline fitting and clamping; the first detection member 2041 and the second detection member 2042 are both potentiometers, and there are two first detection members 2041, the two first detection members 2041 are respectively mounted on the two first support ends of the first bracket 2021 and fixed to the outer wall of the housing 201, and there are two second detection members 2042, the two second detection members 2042 are respectively mounted on the two second support ends of the second bracket 2022 and fixed to the outer wall of the housing 201.

[0041] In some embodiments, the road sense component 5 includes a worm gear shaft 501 with a torque angle sensor (TAS), a worm 502, and a road sense motor 503. The worm gear shaft 501 is fixed to the universal joint 4, for example, via a splined connection. The worm gear shaft 501 mates with the worm 502, and the output end of the worm 502 mates with the road sense motor 503. The torque angle sensor is used to detect the angle and torque of the steering wheel portion 1 when the steering wheel portion 1 rotates, thereby controlling the rotation of the various corner modules of the full-vector chassis, realizing full-vector steer-by-wire chassis and implementing road sense feedback. The road sense motor 503 is used to provide road sense when the steering wheel rotates. It should be noted that when the road sense motor 503 is in the self-locking state and the rocker portion 2 is in the released state, the steering wheel portion 1 can only move in translation and cannot rotate. When the road sense motor 503 is in the released state and the rocker portion 2 is in the self-locking state, the steering wheel portion 1 can only rotate and cannot move in translation.

[0042] In some embodiments, a motor controller is further included, and the motor controller is used to control the self-locking state and the release state of the road sensing motor 503 , the first motor 2031 and the second motor 2032 .

[0043] In some embodiments, the motor controller is integrated into the road sensing motor 503. This makes the layout reasonable and the installation easy.

[0044] In some embodiments, the road sensing portion 5 further includes a torsion bar 504, which is connected between the universal joint portion 4 and the worm gear shaft 501. The torsion bar 504 is used to transmit torque.

[0045] In some embodiments, the road sense unit 5 further includes a housing 505, within which the torsion bar 504, worm gear shaft 501, worm 502, road sense motor 503, and motor controller are located. Specifically, the housing 505 includes an upper housing 5051 and a lower housing 5052, which are detachably connected. The housing 505 protects the torsion bar 504, worm gear shaft 501, worm 502, road sense motor 503, and motor controller.

[0046] In some embodiments, the output end of the worm 502 is a four-jaw chuck 5021 , which cooperates with the road sensing motor 503 through a buffer block.

[0047] In some embodiments, the steering wheel portion 1 includes a steering wheel body 101 and a steering mode switching module (not shown) disposed on the steering wheel body 101. The steering wheel body 101 is coaxially fixed to the column portion 3. The steering mode switching module is used to switch between different steering modes. The steering mode switching module is disposed on the steering wheel body 101 so that the driver can conveniently operate the steering mode switching module while manipulating the steering wheel body 101.

[0048] In some embodiments, the column portion 3 includes a shaft 301, one end of which is detachably secured to the steering wheel body 101 and the universal joint portion 4. For example, one end of the shaft 301 is splined to the steering wheel body 101, and a locking member 102, such as a locking nut, restricts axial movement of the shaft 301 relative to the steering wheel body 101.

[0049] In some embodiments, the tubular column portion 3 further includes a tubular housing 302 , in which the tubular shaft 301 is supported by bearings 303 .

[0050] Below, as Figures 1 to 5 As shown, the present invention also proposes a full-vector wire-controlled chassis steering execution control method.

[0051] According to the full-vector wire-controlled chassis steering execution control method of the embodiment of the present invention, the full-vector wire-controlled chassis steering control structure of the embodiment of the present invention is adopted in combination with Ackerman steering to realize normal steering mode, corner steering mode (such as Figure 4 ) and the oblique steering mode (as Figure 5 (As shown). It should be noted that Ackermann steering involves all wheels rotating around the same instantaneous turning center (ICR) as much as possible during steering, effectively reducing tire wear during steering. Ackermann steering is divided into normal steering mode, corner steering mode, and diagonal steering mode based on the position of the ICR. The vehicle can choose between normal steering mode, corner steering mode, and diagonal steering mode in different scenarios.

[0052] Among them, in the normal steering mode: the rocker part 2 is in a self-locking state, the road sense part 5 is in a released state and provides a first soft limit. At this time, the steering wheel part 1 can only rotate but not move horizontally; when the steering wheel part 1 is rotated, the vehicle controller controls the steering angle of each corner module of the full vector chassis according to the angle of the steering wheel part 1 measured by the road sense part 5, and the road sense part 5 provides road sense at the same time; the first soft limit limits the steering wheel part 1 to rotate within the first maximum turning angle range.

[0053] Specifically, the first motor 2031 and the second motor 2032 are in a self-locking state (or the rotor angle is kept constant through control), and the road sense motor 503 is in a released state. At this time, the steering wheel portion 1 can only rotate about the axis and cannot move horizontally. The driver turns the steering wheel portion 1, transmitting torque through the column portion 3 and the universal joint portion 4. The torque angle measurement sensor measures the rotation angle and steering torque of the steering wheel portion 1 and transmits the signal to the road sense motor 503 and the motor controller. After the worm 502 and worm gear reduce speed and increase torque, the road sense motor 503 provides the driver with road feel. The vehicle controller controls the steering angle of each corner module of the full vector chassis based on the steering wheel angle measured by the torque angle sensor. Similar to a traditional steering system, turning the steering wheel to change the angle is adjusting the instantaneous center position of the steering.

[0054] When the steering wheel portion 1 is at 0 degrees, the instantaneous center of steering is at infinity. As the steering angle increases, the instantaneous center of steering gradually moves toward the vehicle's geometric center. If the steering wheel portion 1 turns right, the instantaneous center of steering moves from infinity on the right toward the vehicle along a certain instantaneous center trajectory. If the steering wheel portion 1 turns left, the instantaneous center of steering moves from infinity on the left toward the vehicle along a certain instantaneous center trajectory. The instantaneous center trajectory can be customized and adjusted based on the steering characteristics and application of different vehicles, and the number of wheels involved in steering can be further adjusted. However, to prevent the full-vector chassis from turning too far due to driver error, the road sensor motor 503 in this normal steering mode provides a first soft limit to prevent the driver from turning the steering wheel further. Specifically, when the steering wheel reaches a certain angle, that is, when the instantaneous center of steering reaches a certain position close to the vehicle, the road sensor motor 503 will provide a larger torque in addition to the feedback torque to prevent the driver from turning the steering wheel further.

[0055] In corner steering mode (such as Figure 4 As shown): the rocker part 2 is in a self-locking state, the road sense part 5 is in a released state and provides a second soft limit. At this time, the steering wheel part 1 can only rotate but not move horizontally; when the steering wheel part 1 is turned, the vehicle controller controls the steering angle of each corner module of the full vector chassis according to the angle of the steering wheel part 1 measured by the road sense part 5, and the road sense part 5 provides road sense at the same time; the second soft limit limits the steering wheel part 1 to rotate within the second maximum turning angle range, and the second maximum turning angle is greater than the first maximum turning angle.

[0056] Specifically, the mechanical operation of corner steering mode is the same as normal steering mode, but the driver must switch to corner steering mode through the steering switch module, for example, by pressing the corner steering button. The road sensing motor 503 is released, still providing road feel feedback to the driver, and the first motor 2031 and second motor 2032 remain in a self-locked state. In corner steering mode, the first soft limiter is released, allowing the steering wheel portion 1 to increase in angle. The driver can further turn the steering wheel, increasing the actuation angle of the full-vector chassis, moving the instantaneous steering center further toward the vehicle's geometric center. When the steering wheel portion 1 is turned, the vehicle controller controls the further rotation of each corner module of the full-vector chassis based on the steering wheel angle measured by the torque angle sensor, moving the instantaneous steering center further toward the vehicle's geometric center. Because the steering actuation module of the full-vector drive-by-wire chassis has a limiter, to avoid impact, the road sensing motor 503 provides a second soft limiter to prevent the actuation angle from reaching the limiter. In corner steering mode, the road sensing motor 503 provides a second soft limiter to prevent the full-vector chassis actuator from reaching the limiter and causing impact.

[0057] Similarly, the instantaneous center trajectory of the steering can be designed as needed, but the end point of the trajectory is the geometric center of the vehicle, and the instantaneous center trajectory of the normal steering mode and the corner steering mode is required to be smooth and continuous. In particular, when the instantaneous center of the steering is within the vehicle's geometric range, the vehicle can make a quick U-turn; when the instantaneous center of the steering coincides with the vehicle's geometric center, the vehicle can turn in place. The vehicle controller will also simultaneously control the speed of each wheel to reduce tire wear. The wheel speed of each wheel The simple calculation formula is:

[0058]

[0059] in is the vehicle yaw angular velocity; is the turning radius; is the tire radius.

[0060] Obviously, the vehicle's turning radius is extremely small in corner turning mode, and this condition is impossible under normal driving conditions. However, in some special conditions, such as ordinary vehicles entering the warehouse and special vehicles rescuing, this mode will play a big role.

[0061] In the oblique steering mode (such as Figure 5 As shown): The rocker part 2 is in the released state, and the road feel part 5 is in the self-locking state. At this time, the steering wheel part 1 can only move horizontally but not rotate. The vehicle controller controls the steering angle of each corner module of the full vector chassis based on the angle of the steering wheel part 1 measured by the rocker part 2. The steering angle of each corner module is equal, and the wheels are in a parallel state. At the same time, the rocker part 2 provides road feel.

[0062] Specifically, in the oblique steering mode, the first motor 2031 and the second motor 2032 are in a released state, the road sense motor 503 is in a self-locking state (or the rotor angle is kept constant through control), the tubular shaft 301 cannot rotate, and thus the steering wheel portion 1 cannot rotate. The steering wheel portion 1 can move horizontally. Due to the presence of the universal joint portion 4, the tubular shaft 301 can swing within the housing 201, thereby driving the first bracket 2021 and the second bracket 2022 to rotate about their respective axes. The steering angle is measured by the first detection member 2041 and the second detection member 2042, thereby determining the position of the steering wheel portion 1. When the driver moves the steering wheel portion 1 horizontally, the vehicle controller controls the steering angle of each corner module of the full vector chassis based on the angle of the steering wheel portion 1 during translation measured by the first detection member 2041 and the second detection member 2042. The steering angle of each corner module is equal, and the wheels are in a parallel state. The motor controller controls the first motor 2031 and the second motor 2032 according to the steering wheel position to provide feedback to the driver.

[0063] If the tubular shaft 301 is in a neutral position, the vehicle is in a straight-line driving state, that is, the planes of each wheel are parallel to the vehicle axis. If the tubular shaft 301 is offset at an angle, the vehicle rotates at the corresponding angle, forming a parallel turn. During the planar movement of the tubular shaft 301, the first motor 2031 and the second motor 2032 will provide feedback and realize the return of the tubular shaft 301 after the steering wheel portion 1 translates, that is, the tubular shaft 301 is reset. It should be noted that the neutral position of the tubular shaft 301 is not necessarily the geometric center position of the housing 201. The first motor 2031 and the second motor 2032 can also realize the function of steering wheel position adjustment. The steering wheel position selected by the driver is the neutral position of the tubular shaft 301.

[0064] refer to Figure 5 The steering angle information measured by the potentiometer is calculated to obtain the translational position information of the steering wheel portion 1. The translational angle of the steering wheel portion 1 is used to control the full vector-by-wire chassis for diagonal driving. It should be noted that to avoid sudden changes in the steering angle, the first motor 2031 and the second motor 2032 must be controlled so that the column portion 3 can only move in the upper or lower half of the range.

[0065] In summary, the steering control method for a full-vector chassis according to the present invention utilizes the full-vector, drive-by-wire chassis steering control structure according to the present invention and combines it with Ackerman steering to implement normal, corner, and diagonal steering modes. In normal steering mode, the driver can transition from a conventional steering system to the present invention's steering system without additional training. In corner steering mode, the system significantly improves vehicle maneuverability. In diagonal steering mode, it greatly facilitates maneuvers such as backing into a parking space. Furthermore, the joystick also enables electrically adjustable steering wheel position, simplifying modification and minimizing space requirements compared to existing technologies.

[0066] Throughout this specification, references to terms such as "one embodiment," "some embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples" mean that the specific features, structures, or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0067] While embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions, and variations may be made to the embodiments without departing from the principles and spirit of the invention, and that the scope of the invention is defined by the claims and their equivalents.

Claims

1. A full vector wire-controlled chassis steering control structure, characterized in that: Including the steering wheel part, column part, universal joint part, road feel part and rocker part; The steering wheel portion, the column portion, the universal joint portion, and the road feel portion are sequentially fixedly connected; the rocker portion is sleeved on the column portion and fixed to the vehicle body; the road feel portion and the rocker portion both have a self-locking state and a released state, wherein when the rocker portion is in the self-locking state, the road feel portion is in the released state, the steering wheel portion can only rotate, and the road feel is provided by the road feel portion when the steering wheel portion rotates; when the rocker portion is in the released state, the road feel portion is in the self-locking state, the steering wheel portion can only move horizontally, and the road feel is provided by the rocker portion when the steering wheel portion moves horizontally; The rocker portion includes a housing, a bracket unit, a motor unit, and a detection unit; the motor unit and the detection unit are arranged on the bracket unit, and the housing and the motor unit are fixed to the vehicle body; when the motor unit is in a self-locking state, the steering wheel portion can only rotate, and when the motor unit is in a released state, the steering wheel portion can only move horizontally, the motor unit is used to provide road feel when the steering wheel portion moves horizontally and to automatically return the steering wheel portion to the center position after the steering wheel portion moves horizontally, and the detection unit is used to detect the angle of the steering wheel portion during the translation; The bracket unit includes a first bracket and a second bracket, the first bracket and the second bracket are arranged perpendicular to each other in the housing base and are respectively rotatably supported on the housing base; the pipe column portion passes through the housing base, the first bracket and the second bracket; the motor unit includes a first motor and a second motor; The first bracket includes a first arc portion and first supporting ends located at both ends of the first arc portion in the circumferential direction; the first arc portion has a first arc-shaped groove extending along its circumference, and the first supporting ends are rotatably supported on the housing seat; The second bracket includes a second arc portion and second supporting ends located at both ends of the second arc portion in the circumferential direction; the second arc portion has a second arc groove extending along its circumference, and the second supporting ends are rotatably supported on the housing seat; the pipe column portion passes through the first arc groove and the second arc groove; The first motor is fixed to the first supporting end, and the second motor is fixed to the second supporting end.

2. The full vector-by-wire chassis steering control structure according to claim 1 is characterized in that: The detection unit includes a first detection member and a second detection member, wherein the first detection member is fixed on the housing base and matched with the first supporting end, and the second detection member is fixed on the housing base and matched with the second supporting end.

3. The full vector-by-wire chassis steering control structure according to claim 1, characterized in that: The motor unit and the detection unit are arranged outside the housing.

4. The full vector by-wire chassis steering control structure according to claim 1, characterized in that: The road sense part includes a worm gear shaft with a torque angle sensor, a worm, and a road sense motor; the worm gear shaft is fixed to the universal joint part, the worm gear shaft cooperates with the worm, and the output end of the worm cooperates with the road sense motor; the torque angle sensor is used to detect the angle and torque of the steering wheel part when the steering wheel part rotates, so as to control the rotation of each corner module of the full vector chassis, realize the full vector wire-controlled chassis steering and realize the road sense feedback function, and the road sense motor is used to provide road sense when the steering wheel part rotates.

5. The full vector by-wire chassis steering control structure according to claim 4 is characterized in that: It also includes a motor controller, which is used to control the road sensing motor, the first motor and the second motor.

6. The full vector by-wire chassis steering control structure according to claim 5, characterized in that: The steering wheel part includes a steering wheel body and a steering mode switching module arranged on the steering wheel body. The steering wheel body is coaxially fixed with the column part, and the steering mode switching module is used to switch different steering modes.

7. A full vector wire-controlled chassis steering execution control method, characterized in that: Adopting the full-vector wire-controlled chassis steering control structure according to any one of claims 1 to 6 above and combining it with Ackerman steering to realize normal steering mode, corner steering mode and oblique steering mode; In the normal steering mode, the rocker part is in a self-locking state, the road sensing part is in a released state and provides a first soft limit. At this time, the steering wheel part can only rotate but not move horizontally. When the steering wheel part is rotated, the vehicle controller controls the steering angle of each corner module of the full vector chassis according to the angle of the steering wheel part measured by the road sensing part, and the road sensing part provides road feel. The first soft limit limits the rotation of the steering wheel part within a first maximum turning angle range. In the corner steering mode, the rocker portion is in a self-locking state, the road sensing portion is in a released state and provides a second soft limit. At this time, the steering wheel portion can only rotate but not move horizontally. When the steering wheel portion is rotated, the vehicle controller controls the steering angle of each corner module of the full vector chassis according to the angle of the steering wheel portion measured by the road sensing portion, and the road sensing portion provides road feel. The second soft limit limits the steering wheel portion to rotate within a second maximum turning angle range, and the second maximum turning angle is greater than the first maximum turning angle. In the oblique steering mode: the rocker part is in a released state, and the road feel part is in a self-locking state. At this time, the steering wheel part can only move horizontally but cannot rotate. The vehicle controller controls the steering angle of each corner module of the full vector chassis based on the angle of the steering wheel part measured by the rocker part, and the steering angle of each corner module is equal, and each wheel is in a parallel state. At the same time, the rocker part provides road feel.

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