Vehicle steering system, steering control method and vehicle

Abstract

The present application provides a vehicle steering system, a steering control method and a vehicle, and relates to the field of vehicle steering technology. The vehicle steering system includes a hand force redundancy device, a steering column and a hand feel motor; the hand feel motor is used to output a steering hand torque acting on the steering column; the hand force redundancy device is used to apply resistance to the steering column when a preset condition is met to increase the resistance when the steering column rotates; wherein the preset condition is used to indicate that the steering hand torque output by the hand feel motor is less than a preset torque; or, the steering hand torque output by the hand feel motor is not collected. Based on the above scheme, the driving safety of the vehicle can be ensured when the problem of hand force loss occurs in the vehicle steering system.

Description

Technical Field

[0001] The present application relates to the field of vehicle steering technology, and in particular to a vehicle steering system, a steering control method and a vehicle in the field of vehicle steering technology. Background Art

[0002] With the development of intelligent vehicle steering, the steering system in the vehicle has evolved from electric power steering to wire-controlled steering, making the vehicle steering more flexible.

[0003] When the driver turns the steering wheel to control the vehicle's steering, if there is a loss of hand force in the vehicle's steering system, the driver will turn the steering wheel too quickly, causing the vehicle to oversteer or the vehicle's steering speed to be too high, posing a driving risk to the vehicle.

[0004] Therefore, when the problem of hand force loss occurs in the vehicle steering system, how to ensure the driving safety of the vehicle is an issue that needs to be urgently addressed. Summary of the invention

[0005] The present application provides a vehicle steering system, a steering control method and a vehicle. The method can ensure the driving safety of the vehicle when the problem of hand force loss occurs in the vehicle steering system.

[0006] In a first aspect, the present application provides a vehicle steering system, which includes a hand force redundancy device, a steering column and a hand feel motor; the hand feel motor is used to output a steering hand torque acting on the steering column; the hand force redundancy device is used to apply resistance to the steering column when a preset condition is met, so as to increase the resistance when the steering column rotates; wherein the preset condition is used to indicate that the steering hand torque output by the hand feel motor is less than a preset torque; or, the steering hand torque output by the hand feel motor is not collected.

[0007] In the embodiment of the present application, when the steering hand torque output by the hand-feel motor is less than the preset torque, it indicates that the hand force loss phenomenon occurs in the vehicle steering system (for example, the wire-controlled steering system), which may cause the vehicle to be at risk of driving; or when the steering hand torque output by the hand-feel motor is not collected, it is not possible to determine whether the hand force loss phenomenon occurs in the vehicle steering system. If the hand force loss phenomenon occurs in the vehicle steering system but is not detected, it may also cause the vehicle to be at risk of driving. Therefore, in order to avoid the vehicle from being at risk of driving, resistance can be applied to the steering column through the hand force redundancy device included in the vehicle steering system to increase the resistance when the steering column rotates, thereby controlling the steering and speed of the steering wheel in the vehicle by increasing the resistance when the steering column rotates, avoiding the problem of vehicle oversteering or excessive steering speed of the vehicle caused by excessive steering of the steering wheel or excessive speed, and ensuring the driving safety of the vehicle.

[0008] In combination with the first aspect, in certain implementations of the first aspect, the above-mentioned hand force redundancy device includes a first friction member and a second friction member; the steering shaft of the steering column is connected to the first friction member; the first friction member is used to not press against the second friction member when the hand feel motor does not meet the preset conditions; and the first friction member is also used to press against the second friction member when the hand feel motor meets the preset conditions.

[0009] In the embodiment of the present application, since the first friction member is connected to the steering shaft of the steering column. Therefore, when the hand-feel motor does not meet the preset conditions, that is, the hand-force redundancy device is not required to apply resistance to the steering column, it can be achieved by not pressing the first friction member against the second friction member. On the basis of the first friction member and the second friction member not pressing against each other, the resistance when the steering column rotates will not be increased. When the hand-feel motor meets the preset conditions, that is, the hand-force redundancy device is required to apply resistance to the steering column, it can be achieved by pressing the first friction member against the second friction member. Moreover, on the basis of the pressing of the first friction member against the second friction member, since the first friction member is connected to the steering shaft of the steering column, the second friction member can be indirectly pressed against the steering shaft of the steering column through the first friction member, so that when the second friction member and the first friction member press against each other to generate resistance, the resistance can be applied to the steering shaft of the steering column through the first friction member, thereby increasing the resistance when the steering column rotates, further ensuring the driving safety of the vehicle.

[0010] In combination with the first aspect and the above-mentioned implementation methods, in some implementation methods of the first aspect, the above-mentioned manual force redundancy device also includes an electromagnetic relay; the electromagnetic relay is used to output a magnetic attraction force on the second friction part so that the first friction part and the second friction part are not pressed against each other; and the electromagnetic relay is also used to output a magnetic repulsion force on the second friction part so that the first friction part and the second friction part are pressed against each other.

[0011] In combination with the first aspect and the above-mentioned implementation methods, in some implementation methods of the first aspect, the above-mentioned manual force redundancy device also includes a spring member; one end of the spring member is connected to the housing of the steering column, or is connected to the electromagnetic relay; the other end of the spring member is connected to the second friction member; the spring member is used to apply a lifting force to the second friction member so that the first friction member and the second friction member are not pressed against each other; and the spring member is also used to apply a thrust to the second friction member so that the first friction member and the second friction member are pressed against each other.

[0012] In combination with the first aspect and the above-mentioned implementations, in some implementations of the first aspect, the surface of the first friction member and / or the surface of the second friction member is a rough surface.

[0013] In the embodiment of the present application, since the surface of the first friction member and / or the surface of the second friction member is a rough surface, the rough surface can increase the contact area between the first friction member and the second friction member when the first friction member and the second friction member are pressed against each other, thereby increasing the resistance between the first friction member and the second friction member. Furthermore, on the basis of increasing the resistance between the first friction member and the second friction member, the resistance applied by the first friction member to the steering shaft of the steering column is increased, further ensuring the driving safety of the vehicle.

[0014] In combination with the first aspect and the above-mentioned implementations, in some implementations of the first aspect, the number of the second friction member is at least one.

[0015] In the embodiment of the present application, since there are multiple second friction members, when the multiple second friction members press against the first friction member, the resistance between the first friction member and the multiple second friction members can be increased. Furthermore, on the basis of the increase in the resistance between the first friction member and the second friction member, the resistance applied by the first friction member to the steering shaft of the steering column is increased, further ensuring the driving safety of the vehicle.

[0016] In a second aspect, the present application provides a steering control method, which is applied to a vehicle steering system according to the first aspect or any possible implementation of the first aspect, and the method includes:

[0017] Acquire the status signal of the hand feel motor; if the status signal meets the preset condition, control the hand force redundancy device to be in working state to output the target resistance to the steering column; wherein the target resistance is positively correlated with the steering hand torque output by the hand feel motor; the preset condition is used to indicate that the steering hand torque output by the hand feel motor is less than the preset torque; or, the steering hand torque output by the hand feel motor is not collected.

[0018] In the embodiment of the present application, since the state signal of the hand-feeling motor meets the preset condition, that is, the steering hand torque output by the hand-feeling motor is less than the preset torque, it indicates that the hand force loss phenomenon occurs in the vehicle steering system, which may cause the vehicle to be at risk of driving; or the steering hand torque output by the hand-feeling motor is not collected, and it is not possible to determine whether the hand force loss phenomenon occurs in the vehicle steering system. If the hand force loss phenomenon occurs in the vehicle steering system but is not detected, it may also cause the vehicle to be at risk of driving. Therefore, in order to avoid the vehicle from having driving risks, the hand force redundancy device can be controlled to be in a working state to apply resistance to the steering column to increase the resistance when the steering column rotates, thereby controlling the steering and speed of the steering wheel in the vehicle by increasing the resistance when the steering column rotates, avoiding the problem of vehicle oversteering or excessive steering speed of the vehicle caused by excessive steering of the steering wheel or excessive speed, and ensuring the driving safety of the vehicle.

[0019] In conjunction with the second aspect, in some implementations of the second aspect, the method further includes:

[0020] The current steering angle value of the steering wheel is obtained; the above-mentioned control hand force redundancy device is in a working state, including: if the current steering angle value is greater than the preset steering angle value, the control hand force redundancy device is in a working state.

[0021] In the embodiment of the present application, on the basis that the state signal of the hand feeling motor meets the preset conditions, the steering wheel angle value is also added, that is, when the steering wheel angle value is greater than the preset angle value and the state signal of the hand feeling motor meets the preset conditions, the hand force redundancy device will be controlled to be in a working state to apply resistance to the steering column. By combining multiple parameters, the accuracy of the hand force redundancy device being in a working state can be improved, thereby further ensuring the driving safety of the vehicle.

[0022] In combination with the second aspect and the foregoing implementations, in some implementations of the second aspect, the method further includes:

[0023] If the status signal does not meet the preset conditions, the control manual force redundancy device is in a non-working state and does not output the target resistance to the steering column.

[0024] In an embodiment of the present application, when the state signal of the hand feel motor does not meet the preset conditions, in order to avoid the hand force redundancy device applying resistance to the steering column when in a working state, resulting in excessive resistance, causing the driver to have difficulty in turning the steering wheel, and affecting the steering wheel rotation, the hand force redundancy device can be controlled to be in a non-working state, and not output the target resistance to the steering column, thereby ensuring the normal rotation of the steering wheel. While ensuring the driving safety of the vehicle, it can also improve the driver's driving experience.

[0025] In combination with the second aspect and the foregoing implementations, in some implementations of the second aspect, the method further includes:

[0026] Obtaining the first steering hand torque output by the hand feeling motor before the state signal meets the preset conditions; determining the target current of the electromagnetic relay in the vehicle steering system based on the first steering hand torque; wherein the target current is positively correlated with the first steering hand torque; the above-mentioned control hand force redundancy device is in a working state, including: controlling the hand force redundancy device to be in a working state, and adjusting the current of the electromagnetic relay to the target current.

[0027] In the embodiment of the present application, when the control hand force redundancy device is in the working state, the steering hand torque (i.e., the first steering hand torque) corresponding to the steering hand torque output by the hand feeling motor is less than the preset torque or the steering hand torque output by the hand feeling motor is not collected can also be obtained first, and the current of the electromagnetic relay corresponding to the first steering hand torque can be determined. In addition, when the control hand force redundancy device is in the working state, the current of the electromagnetic relay is adjusted to the current corresponding to the first steering hand torque, so that when the steering hand torque output by the hand feeling motor is less than the preset torque or the steering hand torque output by the hand feeling motor is not collected, the resistance applied to the steering column can correspond to the steering hand torque corresponding to the steering hand torque output by the hand feeling motor is less than the preset torque or the steering hand torque output by the hand feeling motor is not collected, further avoiding the problem of oversteering or over-speed steering of the vehicle when the hand force is lost, resulting in the risk of driving the vehicle, thereby ensuring the driving safety of the vehicle.

[0028] In a third aspect, the present application provides a steering control device, the device comprising:

[0029] An acquisition module is used to obtain a status signal of a hand feel motor;

[0030] A processing module is used to control the hand force redundancy device to be in a working state if the state signal meets the preset conditions, so as to output the target resistance to the steering column; wherein the target resistance is positively correlated with the steering hand torque output by the hand feel motor; the preset condition is used to indicate that the steering hand torque output by the hand feel motor is less than the preset torque; or, the steering hand torque output by the hand feel motor is not collected.

[0031] In a fourth aspect, the present application provides a vehicle, the vehicle comprising the vehicle steering system of the first aspect or any possible implementation of the first aspect; and the vehicle further comprising a control unit, the control unit comprising a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, so that the vehicle executes the method of the second aspect or any possible implementation of the second aspect.

[0032] In a fifth aspect, the present application provides a computer program product, which includes: a computer program code, which, when executed on a computer, enables the computer to execute the method in the second aspect or any possible implementation of the second aspect.

[0033] In a sixth aspect, the present application provides a computer-readable storage medium storing a computer program code. When the computer program code runs on a computer, the computer executes the method in the above-mentioned second aspect or any possible implementation of the second aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] Figure 1 It is a schematic diagram of a scenario in which a vehicle loses steering control in the related art.

[0035] Figure 2 It is a schematic diagram of the structure of a vehicle steering system provided in an embodiment of the present application.

[0036] Figure 3 It is a structural schematic diagram of a manual redundancy device provided in an embodiment of the present application.

[0037] Figure 4 It is a structural schematic diagram of another manual redundancy device provided in an embodiment of the present application.

[0038] Figure 5 It is a flow chart of a steering control method provided in an embodiment of the present application.

[0039] Figure 6 It is a flow chart of another steering control method provided in an embodiment of the present application.

[0040] Figure 7 It is a schematic diagram of the structure of the steering control device provided in an embodiment of the present application.

[0041] Figure 8 It is a schematic diagram of the structure of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0042] The technical solution in the present application will be described clearly and in detail below in conjunction with the accompanying drawings. In the description of the embodiments of the present application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, "multiple" means two or more than two.

[0043] In the following, the terms "first" and "second" are used for descriptive purposes only and are not to be understood as suggesting or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0044] Figure 1 It is a schematic diagram of a scenario in which a vehicle loses steering control in the related art.

[0045] For example, Figure 1 As shown, Figure 1The vehicle 110 is included. Also, the vehicle 110 is equipped with a steering system (e.g., a steering-by-wire system (SBW)). The vehicle steering system can calculate the hand-feel torque through signals such as the steering wheel angle value and the rotation speed to control the hand-feel motor in the vehicle steering system to simulate the real steering feel through the hand-feel torque, thereby controlling the steering direction and steering speed of the vehicle through the steering and rotation speed of the steering wheel, which can improve the flexibility of the vehicle's steering direction and steering speed, thereby improving the user's driving experience.

[0046] Figure 2 It is a schematic diagram of the structure of a vehicle steering system provided in an embodiment of the present application.

[0047] like Figure 2 As shown, Figure 2 The SBW shown may include: a feel simulator and a steering actuator.

[0048] The hand feeling simulator includes a steering wheel 101, a hand feeling controller 102, a first rotation angle sensor 103, a rotation speed sensor 104, a hand feeling motor 105, a first reduction mechanism 106, a steering column 107, etc. Among them, the first rotation angle sensor 103, the rotation speed sensor 104 and the hand feeling motor 105 are all electrically connected to the hand feeling controller 102, and the first reduction mechanism 106 is respectively connected to the hand feeling motor 105 and the steering column 107. And, the first rotation angle sensor 103 and the rotation speed sensor 104 are arranged on the steering column 107.

[0049] The steering actuator includes a steering motor 201, a steering execution controller 202, a second rotation angle sensor 203, a gear 204, a rack 205, a wheel 206, a second reduction mechanism 207, etc. Among them, the steering motor 201 is electrically connected to the steering execution controller 202, and the second reduction mechanism 207 is connected to the steering motor 201 and the gear 204 respectively. In addition, the second rotation angle sensor 203 is arranged on the gear 204, the second rotation angle sensor 203 is electrically connected to the steering execution controller 202, and the steering execution controller 202 is connected to the hand feeling controller 102 in communication, and the two exchange information.

[0050] Exemplarily, when controlling the steering of the wheel 206, the steering angle information of the steering wheel 101 can be collected through the first steering angle sensor 103 installed on the steering column 107, and the rotation speed information of the steering wheel 101 can be collected through the rotation speed sensor 104, and the collected steering angle information and rotation speed information (collectively referred to as "steering information") are transmitted to the hand feel controller 102. When the hand feel controller 102 receives the steering information of the steering wheel 101, it sends the steering information of the steering wheel 101 to the steering execution controller 202. The steering execution controller 202 controls the steering motor 201 to rotate, thereby driving the gear 204 to rotate. The rotation of the gear 204 drives the rack 205 to move, thereby realizing the steering of the wheel 206.

[0051] For example, when the driver turns the steering wheel 101 to control the steering of the vehicle, if the hand-feel motor 105 cannot output the steering torque due to a fault, the hand-feel torque cannot be calculated; or the steering torque output by the hand-feel motor 105 is small and cannot meet the steering demand, it is easy to cause the hand force to be lost, so that the soft limit resistance in the steering column 107 disappears (i.e., the hand force is lost), and only a small part of the friction resistance of the mechanical parts is retained. This small part of the friction resistance cannot prevent the driver from turning the steering wheel 101 faster, thereby causing the vehicle to oversteer or the vehicle's steering speed is too high, causing the vehicle's lateral acceleration to be too large, and then causing the vehicle to have a driving risk. Among them, the excessive overall steering speed of the vehicle may be caused by the excessive steering speed of the wheels.

[0052] For example, when a vehicle is driving on a road with poor conditions (e.g., a rough or slippery road), if the hand-feel motor cannot provide steering force feedback, the driver may not be able to understand the current road conditions and thus cannot adjust the driving strategy in time, which may cause the vehicle to be at risk. Alternatively, when the vehicle is turning, the loss of hand force may cause the driver to react slowly or turn the steering wheel too much, which may also cause the vehicle to be at risk.

[0053] Reference Figure 1 When the hand-feel motor 105 is not faulty or the output steering torque can meet the steering requirement, the vehicle travels in the OAB trajectory. However, when the hand-feel motor 105 fails or the output steering torque cannot meet the steering requirement, the steering wheel turns too fast due to the loss of hand force, which may cause the vehicle's driving trajectory to change from the AB trajectory to the AC trajectory, causing the vehicle to have a driving risk.

[0054] Therefore, in order to solve the problem that the vehicle is at risk of driving when hand force is lost in SBW, the present application proposes a vehicle steering system, a steering control method and a vehicle.

[0055] Combine the following Figure 3 to Figure 4 The vehicle steering system provided in the embodiment of the present application is described in detail.

[0056] Exemplarily, when SBW is configured in a vehicle, the SBW includes at least a hand force redundancy device (also referred to as a "hand force backup device"), a steering column, and a hand feel motor.

[0057] The hand feel motor is used to output the steering hand torque acting on the steering column, and then transmit the steering hand torque to the steering wheel through the steering column through the mechanical connection between the steering column and the steering wheel in the vehicle, thereby providing steering hand force for the steering wheel;

[0058] A manual force redundancy device is used to apply resistance to the steering column when a preset condition is met, so as to increase the resistance when the steering column is turned;

[0059] The preset condition is used to indicate that the steering hand torque output by the hand-feel motor is less than the preset torque; or, the steering hand torque output by the hand-feel motor is not collected.

[0060] For example, in order to ensure the driving safety of the vehicle when hand force is lost in the SBW, the steering hand torque output by the hand feeling motor and the status signal of the hand feeling motor can be collected by the steering controller in the SBW.

[0061] Optionally, when the steering hand torque output by the hand-feel motor is less than the preset torque, it means that the steering hand torque output by the hand-feel motor cannot meet the hand force requirement when the steering wheel is turned. Therefore, the hand force redundancy device can be used to apply resistance to the steering column to increase the resistance when the steering column is turned, so as to meet the hand force requirement when the steering wheel is turned to the greatest extent, and avoid the problem of oversteering or over-speed steering of the vehicle when the hand force is lost, resulting in the risk of driving the vehicle, thereby ensuring the driving safety of the vehicle.

[0062] Alternatively, when the steering hand torque output by the hand-feeling motor cannot be collected, it cannot be ensured whether the hand-feeling motor outputs the steering hand torque normally, and whether the output steering hand torque is less than or equal to the preset torque. If the steering hand torque output by the hand-feeling motor is not collected and the steering hand torque actually output by the hand-feeling motor is less than the preset torque, it may cause hand force loss. Therefore, in order to avoid hand force loss when the steering hand torque output by the hand-feeling motor is not detected, resistance can also be applied to the steering column through a hand force redundancy device to increase the resistance when the steering column is turned, to meet the hand force requirements when the steering wheel is turned to the greatest extent, to avoid oversteering or over-speed steering of the vehicle when the hand force is lost, resulting in the problem of driving risks of the vehicle, thereby ensuring the driving safety of the vehicle. Among them, when the steering hand torque output by the hand-feeling motor is not collected and the steering hand torque actually output by the hand-feeling motor is less than the preset torque, it means that although it has not been collected, it is real, and the situation that the steering hand torque actually output by the hand-feeling motor is less than the preset torque does not exist because it cannot be collected.

[0063] Optionally, when the steering hand torque output by the hand-feel motor is not collected and the steering hand torque actually output by the hand-feel motor is ≥ the preset torque, resistance is applied to the steering column through the hand force redundancy device, and there may be a situation where the steering hand force is too large, causing the driver to turn the steering wheel with difficulty, reducing the driver's driving experience, but in this case, the vehicle will not have problems of oversteering or steering too fast, and the driving safety of the vehicle can be ensured. Among them, when the steering hand torque output by the hand-feel motor is not collected and the steering hand torque actually output by the hand-feel motor is ≥ the preset torque, it means that although it has not been collected, it is real, and the situation where the steering hand torque actually output by the hand-feel motor is ≥ the preset torque does not exist because it cannot be collected.

[0064] Among them, the steering hand torque output by the hand feel motor is less than the preset torque, which may be caused by insufficient output power of the hand feel motor itself, or it may be caused by a failure of the hand feel motor, which causes the hand feel motor to be unable to output the steering hand torque, that is, the steering hand torque output by the hand feel motor at this time is 0Nm.

[0065] Exemplarily, in order to improve the accuracy of the collection results, the duration of the steering hand torque output by the hand feeling motor being less than the preset torque and the duration of the steering hand torque output by the hand feeling motor not being collected can also be introduced.

[0066] When the steering hand torque output by the hand-feeling motor is continuously collected to be less than the preset torque for a period of time (for example, duration 1), it can be determined whether the duration 1 is greater than the first preset duration. When the duration 1 is greater than the first preset duration (for example, 1S), it means that the steering hand torque output by the hand-feeling motor cannot meet the hand force requirement when the steering wheel is turned.

[0067] And, when the steering hand torque output by the hand feeling motor is not collected for a period of time (for example, duration 2), it can be determined whether the duration 2 is greater than the second preset duration. If the duration 2 is greater than the second preset duration (for example, 0.8S), it indicates that there may be a problem of hand force loss.

[0068] Furthermore, when the steering hand torque output by the hand-feel motor is continuously collected to be greater than or equal to the preset torque within a period of time (for example, duration 3), it can be determined whether the duration 3 is greater than the third preset duration. When the duration 3> the third preset duration (for example, 0.5S), it means that the steering hand torque output by the hand-feel motor can meet the hand force requirement when the steering wheel is turned, and the hand-feel motor has no fault (that is, does not meet the preset conditions), so the hand force redundancy device can not apply resistance to the steering column, avoid the driver's difficulty in turning the steering wheel, and improve the driver's driving experience.

[0069] It should be noted that the first preset time length, the second preset time length and the third preset time length are only exemplary descriptions. The first preset time length, the second preset time length and the third preset time length may be the same or different. For example, the first preset time length, the second preset time length and the third preset time length are all 1S, or the first preset time length is 1.2S, the second preset time length is 1.5S, and the third preset time length is 0.5S. The embodiments of the present application are not limited to this.

[0070] In the embodiment of the present application, when the steering hand torque output by the hand-feel motor is less than the preset torque, it indicates that the hand force loss phenomenon occurs in the SBW, which may cause the vehicle to be at risk of driving; or when the steering hand torque output by the hand-feel motor is not collected, it cannot be determined whether the hand force loss phenomenon occurs in the SBW. If the hand force loss phenomenon occurs in the SBW but is not detected, it may also cause the vehicle to be at risk of driving. Therefore, in order to avoid the vehicle from being at risk of driving, resistance can be applied to the steering column through the hand force redundancy device included in the SBW to increase the resistance when the steering column rotates, thereby controlling the steering and speed of the steering wheel in the vehicle by increasing the resistance when the steering column rotates, avoiding the problem of vehicle oversteering or excessive steering speed of the vehicle caused by excessive steering of the steering wheel or excessive speed, and ensuring the driving safety of the vehicle.

[0071] Figure 3 It is a structural schematic diagram of a manual redundancy device provided in an embodiment of the present application.

[0072] For example, Figure 3 As shown in (a), Figure 3 (a) includes a spring member 301 , a first friction member 302 , a column housing 303 , an electromagnetic relay 304 , a second friction member 305 and a steering shaft 306 .

[0073] The electromagnetic relay 304 can be assembled by winding a wire on the relay. Also, the column housing 303 and the steering shaft 306 form a steering column, and the spring member 301, the first friction member 302, the electromagnetic relay 304 and the second friction member 305 form a manual redundancy device.

[0074] The spring member 301 , the first friction member 302 , the electromagnetic relay 304 and the second friction member 305 are arranged between the column housing 303 and the steering shaft 306 , that is, the spring member 301 , the first friction member 302 , the electromagnetic relay 304 and the second friction member 305 are arranged in the steering column.

[0075] Reference Figure 3In (a), one end of the two spring members 301 is connected to the column housing 303, and the other end of the two spring members 301 is connected to the second friction member 305. When the preset conditions are met, the two spring members 301 can generate a thrust on the second friction member 305, so that the first friction member 302 and the second friction member 305 are pressed against each other (such as Figure 3 Alternatively, when the preset condition is not met, the two spring members 301 can generate a pulling force on the second friction member 305, so that the first friction member 302 is separated from the second friction member 305 (such as Figure 3 (a) in the figure). The pressing may indicate that there is a certain pressing force between the first friction member 302 and the second friction member 305. The non-pressing may indicate that there is no pressing force between the first friction member 302 and the second friction member 305. When the first friction member 302 and the second friction member 305 are not pressing, the first friction member 302 and the second friction member 305 may contact each other or be away from each other, which is not limited in the embodiment of the present application.

[0076] Among them, Figure 3 (a) is described with two spring members 301 , but may also be three spring members 301 or four spring members 301 , and one end of each of the multiple spring members 301 is connected to the column housing 303 , and the other end of each of the multiple spring members 301 is connected to the second friction member 305 , which is not limited in the present application.

[0077] Reference Figure 3 In (a), one end of the electromagnetic relay 304 is connected to the column housing 303. When the preset conditions are met, the electromagnetic relay 304 can be powered off, and the electromagnetic relay 304 generates a magnetic repulsive force on the second friction member 305, so that the second friction member 305 and the other end of the electromagnetic relay 304 are separated, thereby causing the first friction member 302 to press against the second friction member 305. Alternatively, when the preset conditions are not met, the electromagnetic relay 304 can be powered on, and the electromagnetic relay 304 generates a magnetic attraction force on the second friction member 305, so that the second friction member 305 is close to the other end of the electromagnetic relay 304, thereby causing the first friction member 302 to press against the second friction member 305.

[0078] When the electromagnetic relay 304 is powered on, the current of the electromagnetic relay 304 can be adjusted, and the current is positively correlated with the resistance between the first friction member 302 and the second friction member 305. For example, when the first friction member 302 and the second friction member 305 are pressed against each other and a larger resistance is required between the first friction member 302 and the second friction member 305, the current can be increased to increase the resistance between the first friction member 302 and the second friction member 305.

[0079] For another example, when the first friction member 302 and the second friction member 305 are pressed against each other and a smaller resistance is required between the first friction member 302 and the second friction member 305 , the current can be reduced to reduce the resistance between the first friction member 302 and the second friction member 305 .

[0080] Optionally, when the preset conditions are met, the two spring members 301 can generate a thrust on the second friction member 305, and / or the electromagnetic relay 304 can generate a magnetic repulsion on the second friction member 305, so that the first friction member 302 and the second friction member 305 are pressed against each other. That is, the two spring members 301 and / or the electromagnetic relay 304 are used to press the first friction member 302 and the second friction member 305 against each other.

[0081] Optionally, when the preset condition is not met, the two spring members 301 may generate a pulling force on the second friction member 305, and / or the electromagnetic relay 304 may generate a magnetic attraction force on the second friction member 305, so that the first friction member 302 is separated from the second friction member 305. That is, the two spring members 301 and / or the electromagnetic relay 304 are used to separate the first friction member 302 from the second friction member 305.

[0082] Exemplarily, since the first friction member 302 is connected to the steering shaft 306 , when the first friction member 302 presses against the second friction member 305 , the second friction member 305 presses against the steering shaft 306 indirectly through the first friction member 302 .

[0083] Optionally, the number of the second friction members 305 is set according to the hand force required when the steering wheel is turned, as shown in FIG. Figure 3 (a) shows 3, but may also be 2, 4, 5, etc., and the curvature of the second friction member 305 may be π / 3, π / 4, π / 2, etc., which is not limited in the embodiment of the present application.

[0084] Among the plurality of second friction members 305 , each second friction member 305 does not affect each other and can press against the first friction member 302 .

[0085] In the embodiment of the present application, since there are multiple second friction members, when the multiple second friction members press against the first friction member, the resistance between the first friction member and the multiple second friction members can be increased. Furthermore, on the basis of the increase in the resistance between the first friction member and the second friction member, the resistance applied by the first friction member to the steering shaft of the steering column is increased, further ensuring the driving safety of the vehicle.

[0086] Optionally, in order to increase the resistance between the first friction member 302 and the second friction member 305, the surface of the first friction member 302 and / or the surface of the second friction member 305 can be made into a rough surface, and the flatness of the rough surface can be selected according to the hand force required when the steering wheel is turned. The greater the hand force required when the steering wheel is turned, the lower the flatness of the corresponding rough surface, and the smaller the hand force required when the steering wheel is turned, the higher the flatness of the corresponding rough surface, that is, the hand force required when the steering wheel is turned is negatively correlated with the flatness of the rough surface.

[0087] In the embodiment of the present application, since the surface of the first friction member and / or the surface of the second friction member is a rough surface, the rough surface can increase the contact area between the first friction member and the second friction member when the first friction member and the second friction member are pressed against each other, thereby increasing the resistance between the first friction member and the second friction member. Furthermore, on the basis of increasing the resistance between the first friction member and the second friction member, the resistance applied by the first friction member to the steering shaft of the steering column is increased, further ensuring the driving safety of the vehicle.

[0088] Optionally, in order to prevent the first friction member 302 and the second friction member 305 from being damaged due to friction during the pressing process, the first friction member 302 and the second friction member 305 can be made of a specific wear-resistant and heat-resistant material, such as an iron-based alloy, a cobalt-based alloy, an iron-chromium-aluminum alloy, an iron-cobalt alloy, etc.

[0089] Optionally, the shapes of the first friction member 302 and the second friction member 305 may be as follows: Figure 3 (a) is in the form of a sheet, but may also be in the form of a block, which is not limited in the present embodiment of the application.

[0090] In the embodiment of the present application, since the first friction member is connected to the steering shaft of the steering column. Therefore, when the hand-feel motor does not meet the preset conditions, that is, the hand-force redundancy device is not required to apply resistance to the steering column, it can be achieved by not pressing the first friction member against the second friction member. On the basis of the first friction member and the second friction member not pressing against each other, the resistance when the steering column rotates will not be increased. When the hand-feel motor meets the preset conditions, that is, the hand-force redundancy device is required to apply resistance to the steering column, it can be achieved by pressing the first friction member against the second friction member. Moreover, on the basis of the pressing of the first friction member against the second friction member, since the first friction member is connected to the steering shaft of the steering column, the second friction member can be indirectly pressed against the steering shaft of the steering column through the first friction member, so that when the second friction member and the first friction member press against each other to generate resistance, the resistance can be applied to the steering shaft of the steering column through the first friction member, thereby increasing the resistance when the steering column rotates, further ensuring the driving safety of the vehicle.

[0091] Figure 4 It is a structural schematic diagram of another manual redundancy device provided in an embodiment of the present application.

[0092] For example, Figure 4 As shown in (a), Figure 4 (a) includes a spring member 401 , a first friction member 302 , a column housing 303 , an electromagnetic relay 304 , a second friction member 305 and a steering shaft 306 .

[0093] in, Figure 4 The hand redundancy device shown in (a) is Figure 3 The difference between the manual redundant device shown in (a) is the connection relationship between the spring member 401, the electromagnetic relay 304 and the second friction member 305. The rest of the contents are the same. For details, please refer to the above Figure 3 The introduction of , I will not go into details here.

[0094] Reference Figure 4 In (a), one end of the spring member 401 is not connected to the column housing 303 but is connected to the electromagnetic relay 304 , and the other end of the spring member 401 is connected to the second friction member 305 .

[0095] When the preset conditions are met, the electromagnetic relay 304 can be powered off, and the electromagnetic relay 304 generates a magnetic repulsion force on the second friction member 305, and the spring member 401 generates a thrust force on the second friction member 305, so that the second friction member 305 and the other end of the spring member 401 are separated from each other, so that the first friction member 302 and the second friction member 305 are pressed against each other (such as Figure 4 (b) in the figure.

[0096] Alternatively, when the preset condition is not met, the electromagnetic relay 304 can be energized to generate a magnetic attraction force on the second friction member 305 through the electromagnetic relay 304, and the spring member 401 generates a pulling force on the second friction member 305, so that the second friction member 305 is close to the other end of the spring member 401, thereby moving the first friction member 302 away from the second friction member 305 (such as Figure 4 (a) in the figure.

[0097] Combine the following Figures 5 and 6 The steering control method provided in the embodiment of the present application is described in detail.

[0098] Figure 5 is a flow chart of a steering control method provided by an embodiment of the present application. The method can be Figure 1 The vehicle 110 in the vehicle 110 is executed, or the vehicle control unit (VCU) in the vehicle 110 is executed. And, the method can be applied to the above-mentioned SBW.

[0099] For example, Figure 5 As shown, the implementation of the method 500 is based on Figure 3 and Figure 4 The manual redundancy device shown, the method 500 includes the following implementation process:

[0100] S510, obtaining a status signal of a hand feeling motor.

[0101] Exemplarily, when the vehicle is powered on, the hand force redundancy device is not in a working state (i.e., a "non-working state") by default, and the current state of the hand feel motor can be collected through the steering controller in the SBW (for example, the above-mentioned hand feel controller 102), and the state signal corresponding to the collected current state of the hand feel motor can be sent to the VCU through the controller area network (CAN) in the vehicle, so that the VCU can obtain the state signal of the hand feel motor.

[0102] S520: If the status signal meets the preset condition, the manual force redundancy device is controlled to be in a working state to output a target resistance to the steering column.

[0103] The target resistance is positively correlated with the steering hand torque being output by the hand feel motor before the preset conditions are met, that is, the steering hand torque lost by the hand feel motor when the preset conditions are not met is compensated by the hand force redundancy device.

[0104] The preset condition is used to indicate that the steering hand torque output by the hand-feel motor is less than the preset torque; or the steering hand torque output by the hand-feel motor is not collected. Also, since the preset condition has been introduced in detail in the above SBW, it will not be repeated here.

[0105] Exemplarily, when the VCU obtains the status signal of the hand-feel motor, it can determine whether the status signal of the hand-feel motor meets the preset conditions. When the status signal of the hand-feel motor meets the preset conditions, or the duration of the status signal of the hand-feel motor meeting the preset conditions is greater than the first preset duration, it means that the steering hand torque output by the hand-feel motor cannot meet the hand force requirement when the steering wheel is turned. Therefore, the VCU can control the hand force redundancy device to be in a working state to output to the steering column a resistance (which can be called "target resistance") corresponding to the steering hand torque being output by the hand-feel motor before the preset conditions are met, so as to meet the hand force requirement when the steering wheel is turned to the greatest extent, avoid over-steering or over-fast steering of the vehicle when the hand force is lost, resulting in the risk of driving the vehicle, thereby ensuring the driving safety of the vehicle.

[0106] The manual redundant device being in the working state means that the electromagnetic relay is powered off, so that the first friction member and the second friction member are pressed against each other. The manual redundant device being in the non-working state means that the electromagnetic relay is powered on (also called the "engaged state"), so that the first friction member and the second friction member are not pressed against each other.

[0107] Optionally, when the VCU controls the manual redundancy device to be in a working state, it can send a status signal A indicating that the manual redundancy device is in a working state to a screen controller corresponding to a screen in the vehicle (for example, a central control screen), so that when the screen controller receives the status signal A, it can light up the switch corresponding to the manual redundancy device in the screen to remind the user that the manual redundancy device is in a working state.

[0108] In such Figure 5 In the method 500 shown, since the state signal of the hand-feel motor meets the preset condition, that is, the steering hand torque output by the hand-feel motor is less than the preset torque, it indicates that the hand force loss phenomenon occurs in the SBW, which may cause the vehicle to have a driving risk; or the steering hand torque output by the hand-feel motor is not collected, and it is not possible to determine whether the hand force loss phenomenon occurs in the SBW. If the hand force loss phenomenon occurs in the SBW but is not detected, it may also cause the vehicle to have a driving risk. Therefore, in order to avoid the vehicle from having a driving risk, the hand force redundancy device can be controlled to be in a working state to apply resistance to the steering column to increase the resistance when the steering column rotates, thereby controlling the steering and speed of the steering wheel in the vehicle by increasing the resistance when the steering column rotates, avoiding the problem of vehicle oversteering or excessive steering speed caused by excessive steering of the steering wheel or excessive speed, and ensuring the driving safety of the vehicle.

[0109] In one possible implementation, the first steering hand torque output by the hand feeling motor is obtained before the status signal meets the preset conditions; based on the first steering hand torque, the target current of the electromagnetic relay in the vehicle steering system is determined; wherein the target current is positively correlated with the first steering hand torque; the above-mentioned control hand force redundancy device is in a working state, including: controlling the hand force redundancy device to be in a working state, and adjusting the current of the electromagnetic relay to the target current.

[0110] For example, when the hand force redundancy device is controlled by the VCU to be in working state, the steering hand torque (which can be called "first steering hand torque") that the hand feel motor is outputting before the preset conditions are met can be obtained first, and the current corresponding to the electromagnetic relay can be determined through the first steering hand torque (which can be called "target current").

[0111] Furthermore, while the hand force redundancy device is in working state under the control of the VCU, the current of the electromagnetic relay is adjusted so that the resistance corresponding to the adjusted current (i.e., the target current) of the electromagnetic relay corresponds to the target resistance corresponding to the first steering hand torque being output by the hand feeling motor before the preset conditions are met. Thus, when the steering hand torque output by the hand feeling motor is less than the preset torque or the steering hand torque output by the hand feeling motor is not collected, the resistance applied to the steering column can correspond to (for example, be the same as) the resistance corresponding to the steering hand torque before the steering hand torque output by the hand feeling motor is less than the preset torque or the steering hand torque output by the hand feeling motor is not collected. This further avoids the problem of over-steering or over-fast steering of the vehicle when hand force is lost, resulting in driving risks of the vehicle, thereby ensuring the driving safety of the vehicle.

[0112] Optionally, the larger the first steering hand torque is, the larger the target current of the corresponding electromagnetic relay is; the smaller the first steering hand torque is, the smaller the target current of the corresponding electromagnetic relay is, that is, the target current of the electromagnetic relay is positively correlated with the first steering hand torque.

[0113] Optionally, the resistance corresponding to the target current of the electromagnetic relay is the same as the resistance corresponding to the first steering hand torque.

[0114] In the embodiment of the present application, when the control hand force redundancy device is in the working state, the steering hand torque (i.e., the first steering hand torque) corresponding to the steering hand torque output by the hand feeling motor is less than the preset torque or the steering hand torque output by the hand feeling motor is not collected can also be obtained first, and the current of the electromagnetic relay corresponding to the first steering hand torque can be determined. In addition, when the control hand force redundancy device is in the working state, the current of the electromagnetic relay is adjusted to the current corresponding to the first steering hand torque, so that when the steering hand torque output by the hand feeling motor is less than the preset torque or the steering hand torque output by the hand feeling motor is not collected, the resistance applied to the steering column can correspond to the steering hand torque corresponding to the steering hand torque output by the hand feeling motor is less than the preset torque or the steering hand torque output by the hand feeling motor is not collected, further avoiding the problem of oversteering or over-speed steering of the vehicle when the hand force is lost, resulting in the risk of driving the vehicle, thereby ensuring the driving safety of the vehicle.

[0115] Optionally, the current steering angle value of the steering wheel is obtained; the above-mentioned control manual redundant device is in a working state, including: if the current steering angle value is greater than a preset steering angle value, the control manual redundant device is in a working state.

[0116] For example, in order to accurately control the hand force redundancy device to be in working state, the VCU can also obtain the real-time steering angle value (which can be called "current steering angle value") of the steering wheel in the vehicle on the basis that the hand feel motor meets the preset conditions, and determine whether the current steering angle value of the steering wheel is greater than the preset steering angle value (for example, 1°).

[0117] When the current steering wheel angle value is greater than the preset steering wheel angle value, it means that the driver has turned the steering wheel. At this time, the hand-feel motor can output the steering hand torque to provide the steering hand force to the steering wheel. However, if the hand-feel motor meets the preset conditions, or the duration of the hand-feel motor meeting the preset conditions is greater than the first preset duration, it means that the steering hand torque output by the hand-feel motor cannot meet the hand force requirement of the steering wheel. Therefore, the VCU can control the hand force redundancy device to be in working state to output the target resistance to the steering column.

[0118] Alternatively, when the current steering wheel angle value is ≤ the preset steering wheel angle value, the steering wheel may be slightly moved due to road bumps, which can be understood as the steering wheel is not turned manually at this time, and no steering force is required to be provided to the steering wheel. However, when the hand feel motor meets the preset conditions, or the duration of the hand feel motor meeting the preset conditions is greater than the first preset duration, in order to ensure that the driver has steering force when turning the steering wheel, the VCU can control the hand force redundancy device to be in working state.

[0119] Alternatively, when the current steering wheel angle value is greater than the preset angle value, and the duration of the hand feeling motor meeting the preset condition is less than or equal to the first preset duration, it indicates that the hand feeling motor is not faulty, or it recovers quickly after a fault. Therefore, the VCU can control the hand force redundancy device to be in a non-working state, and the hand feeling motor normally outputs the steering hand torque to provide the steering hand force to the steering wheel.

[0120] It should be noted that the preset turning angle value can represent the angle value of the steering wheel returning to the center, that is, the steering wheel has no angular deviation, for example, 0°, 1° or 1.5°, and does not limit the steering wheel to turn left or right. The embodiment of the present application does not limit this.

[0121] In the embodiment of the present application, on the basis that the state signal of the hand feeling motor meets the preset conditions, the steering wheel angle value is also added, that is, when the steering wheel angle value is greater than the preset angle value and the state signal of the hand feeling motor meets the preset conditions, the hand force redundancy device will be controlled to be in a working state to apply resistance to the steering column. By combining multiple parameters, the accuracy of the hand force redundancy device being in a working state can be improved, thereby further ensuring the driving safety of the vehicle.

[0122] In a possible implementation, if the status signal does not meet a preset condition, the manual force redundancy device is controlled to be in a non-working state and does not output the target resistance to the steering column.

[0123] Exemplarily, when the state signal of the hand-feel motor does not meet the preset condition, or the duration of the state signal of the hand-feel motor meeting the preset condition is less than or equal to the first preset duration, it means that the steering hand torque output by the hand-feel motor can meet the hand force requirement when the steering wheel is turned, and there is no need to output the target resistance to the steering column through the hand force redundancy device. Therefore, the VCU can control the hand force redundancy device to be in a non-working state and not output the target resistance to the steering column.

[0124] Optionally, when the VCU controls the manual redundancy device to be in a non-working state, it can send a status signal B indicating that the manual redundancy device is in a non-working state to the screen controller, so that when the screen controller receives the status signal B, it will not light up the switch corresponding to the manual redundancy device on the screen.

[0125] Exemplarily, after the VCU controls the manual force redundancy device to be in a working state, if the status signal of the hand feeling motor does not meet the preset conditions, the VCU can control the manual force redundancy device to switch from a working state to a non-working state, and send a status signal B indicating that the manual force redundancy device is in a non-working state to the screen controller, so that when the screen controller receives the status signal B, it turns off the light display of the switch corresponding to the manual force redundancy device on the screen.

[0126] In an embodiment of the present application, when the state signal of the hand feel motor does not meet the preset conditions, in order to avoid the hand force redundancy device applying resistance to the steering column when in a working state, resulting in excessive resistance, causing the driver to have difficulty in turning the steering wheel, and affecting the steering wheel rotation, the hand force redundancy device can be controlled to be in a non-working state, and not output the target resistance to the steering column, thereby ensuring the normal rotation of the steering wheel. While ensuring the driving safety of the vehicle, it can also improve the driver's driving experience.

[0127] Figure 6 It is an interactive schematic diagram of another steering control method provided in an embodiment of the present application.

[0128] For example, Figure 6 As shown, the method 600 can be divided into two stages:

[0129] The first stage: the failure stage, including Figure 6 S601~S607 shown in:

[0130] S601, it is detected that the vehicle is powered on and the manual redundancy device is in a non-working state.

[0131] Exemplarily, when the driver turns on the ignition to start the vehicle, the VCU can detect that the vehicle is powered on, and at this time the manual redundancy device defaults to a non-working state.

[0132] S602, sending a vehicle power-on signal.

[0133] Exemplarily, when the VCU detects that the vehicle is powered on, it can send a power-on signal of the vehicle to the hand feeling controller in the SBW.

[0134] S603, determine whether the steering wheel angle value is greater than 0°, and whether the duration of the hand-feel motor failure is greater than 1 second or whether the duration of the hand-feel motor status signal not being detected is greater than 1 second. If yes, execute S604; if no, continue to execute S603.

[0135] Exemplarily, when the hand feel controller receives the power-on signal sent by the VCU, it can continuously collect the steering wheel angle value and the status signal of the hand feel motor.

[0136] Furthermore, when the hand feel controller collects the steering wheel angle value and the status signal of the hand feel motor, it can determine whether the steering wheel angle value is greater than 0° (that is, the above-mentioned preset angle value), and determine whether the hand feel motor is faulty. When the hand feel motor fails, it can determine whether the duration of the hand feel motor failure is greater than 1S, and whether the duration for which the status signal of the hand feel motor is not detected is greater than 1S.

[0137] It should be understood that a hand-feel motor failure may indicate that the steering hand torque output by the hand-feel motor is less than a preset torque.

[0138] S604, sending a fault signal of the hand feeling motor.

[0139] For example, if the steering wheel angle value obtained by S603 is greater than 0°, and the duration of the hand-feel motor failure is greater than 1S; or, the steering wheel angle value is greater than 0°, and the duration of the hand-feel motor status signal not being detected is greater than 1S, it indicates that the hand force redundancy device needs to provide resistance to the steering column. Therefore, the hand-feel controller can send a hand-feel motor failure signal to the VCU.

[0140] Exemplarily, if the steering wheel angle value obtained through S603 is ≤0°, and / or the duration of the hand feel motor failure is ≤1S, and / or the duration of the hand feel motor status signal not being detected is ≤1S, it means that the hand feel motor can output the steering hand torque normally at this time, and there is no need to provide resistance for the steering column through the hand force redundancy device. S603 can continue to be executed to determine whether the steering wheel angle value is >0°, and whether the duration of the hand feel motor failure is >1S or whether the duration of the hand feel motor status signal not being detected is greater than 1S.

[0141] Optionally, when the steering wheel angle value is ≤0°, and / or the duration of the hand feel motor fault is ≤1S, and / or the duration of the undetected hand feel motor status signal is ≤1S, the hand feel controller may send a signal to the VCU indicating that the hand feel motor has no faults, or may not send a signal to the VCU indicating that the hand feel motor has no faults, but only perform continuous detection by itself, and when the hand feel motor fails, send a fault signal of the hand feel motor to the VCU.

[0142] S605, switching the hand force redundancy device from a non-working state to a working state; and adjusting the current of the electromagnetic relay to a current corresponding to the steering hand torque output by the hand feel motor before failure.

[0143] Exemplarily, when the VCU receives a fault signal of the hand feel motor sent by the hand feel controller, it can switch the hand force redundancy device from a non-working state to a working state, and at the same time adjust the current of the electromagnetic relay to the current corresponding to the steering hand torque output by the hand feel motor before the failure, so as to provide the steering column with the corresponding resistance before the failure of the hand feel motor through the hand force redundancy device.

[0144] S606, sending a light-on instruction.

[0145] For example, when the VCU receives a fault signal of the hand feel motor sent by the hand feel controller, it can also send a lighting instruction to the screen controller corresponding to the central control screen.

[0146] S607, responding to the light-on instruction, controlling the switch corresponding to the manual redundancy device on the screen to light up.

[0147] Exemplarily, when the screen controller receives a lighting instruction sent by the VCU, it responds to the lighting instruction and controls the switch corresponding to the manual redundancy device in the central control screen to light up.

[0148] The above describes the possible implementation process of the fault phase of the embodiment of the present application. Next, the second phase of the embodiment of the present application: the recovery phase is introduced. Figure 6 S608~S611 shown in:

[0149] S608, determine whether the steering wheel angle value is greater than 0°, and whether the duration of the hand-feel motor failure is greater than 1 second or whether the duration of the hand-feel motor status signal not being detected is greater than 1 second. If yes, execute S604; if no, continue to execute S609.

[0150] Exemplarily, after the VCU switches the hand force redundancy device from a non-working state to a working state, the hand feel controller can continuously determine whether the steering wheel angle value is >0°, whether the duration of the hand feel motor failure is >1S, or whether the duration of the hand feel motor status signal not being detected is greater than 1S.

[0151] For example, if the steering wheel angle value obtained by S608 is greater than 0°, and the duration of the hand-feel motor failure is greater than 1S; or the steering wheel angle value is greater than 0°, and the duration of the hand-feel motor status signal not being detected is greater than 1S, it indicates that the hand-feel redundant device needs to provide resistance to the steering column. Therefore, S604 can be continued to be executed to send a hand-feel motor failure signal to the VCU, so that the VCU maintains the hand-feel redundant device in a working state.

[0152] S609, sending a signal indicating that the hand feel motor has no fault.

[0153] For example, if the steering wheel angle value obtained by S608 is ≤0°, and / or the duration of the hand-feel motor fault is ≤1S, and / or the duration of the undetected hand-feel motor status signal is ≤1S, it means that the hand-feel motor can normally output the steering hand torque without any fault, and there is no need to provide resistance to the steering column through the hand force redundancy device. Therefore, the hand-feel controller can send a signal to the VCU that the hand-feel motor has no fault.

[0154] S610, sending a light-off instruction.

[0155] For example, when the VCU receives a signal from the hand feel controller indicating that the hand feel motor is not faulty, it can send a light-off command to the screen controller corresponding to the central control screen.

[0156] S611, responding to the light-off instruction, controlling the switch corresponding to the manual redundancy device on the screen to turn off the light.

[0157] Exemplarily, when the screen controller receives the lights-off command sent by the VCU, it responds to the lights-off command and controls the switch corresponding to the manual redundancy device in the central control screen to turn off the lights.

[0158] Optionally, after the vehicle is powered on, then off, and then powered on again, the manual redundancy device defaults to a non-working state.

[0159] It should be noted that Figure 6 All steps in Figures 3 to 5 The corresponding embodiments are described in detail in the embodiment, which will not be repeated here.

[0160] It should be understood that the above examples are intended to help those skilled in the art understand the embodiments of the present application, rather than to limit the embodiments of the present application to the specific numerical values ​​or specific scenarios illustrated. Those skilled in the art can obviously make various equivalent modifications or changes based on the above examples, and such modifications or changes also fall within the scope of the embodiments of the present application.

[0161] Combination of the above Figures 1 to 4 The vehicle steering system provided by the embodiment of the present application is described in detail; and Figures 5 and 6The steering control method provided by the embodiment of the present application is described in detail. Figure 7 and Figure 8 The device embodiments of the present application are described in detail. It should be understood that the device in the embodiments of the present application can execute the various methods of the aforementioned embodiments of the present application, that is, the specific working processes of the following various products can refer to the corresponding processes in the aforementioned method embodiments.

[0162] Figure 7 It is a schematic diagram of the structure of the steering control device provided in an embodiment of the present application.

[0163] For example, Figure 7 As shown, the device 700 includes:

[0164] An acquisition module 710 is used to acquire a state signal of a hand feeling motor;

[0165] Processing module 720 is used to control the hand force redundancy device to be in a working state if the status signal meets the preset conditions, so as to output the target resistance to the steering column; wherein the target resistance is positively correlated with the steering hand torque output by the hand feel motor; the preset condition is used to indicate that the steering hand torque output by the hand feel motor is less than the preset torque; or, the steering hand torque output by the hand feel motor is not collected.

[0166] In a possible implementation, the acquisition module 710 is further used to: acquire the current steering angle value of the steering wheel; the processing module 720 is specifically used to: if the current steering angle value is greater than a preset steering angle value, control the manual force redundancy device to be in a working state.

[0167] In a possible implementation, the processing module 720 is further configured to: if the status signal does not satisfy a preset condition, control the manual force redundancy device to be in a non-working state, and not output the target resistance to the steering column.

[0168] In one possible implementation, the acquisition module 710 is also used to: acquire the first steering hand torque output by the hand feeling motor before the status signal meets the preset conditions; based on the first steering hand torque, determine the target current of the electromagnetic relay in the vehicle steering system; wherein the target current is positively correlated with the first steering hand torque; the processing module 720 is specifically used to: control the hand force redundancy device to be in a working state, and adjust the current of the electromagnetic relay to the target current.

[0169] It should be noted that the above device 700 is embodied in the form of a functional module. The term "module" here can be implemented in the form of software and / or hardware, and is not specifically limited to this.

[0170] For example, a "module" may be a software program, a hardware circuit, or a combination of the two that implements the above functions. The hardware circuit may include an application specific integrated circuit (ASIC), an electronic circuit, a processor (such as a shared processor, a dedicated processor, or a group processor, etc.) and a memory for executing one or more software or firmware programs, a combined logic circuit, and / or other suitable components that support the described functions.

[0171] Therefore, the modules of each example described in the embodiments of the present application can be implemented by electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of this application.

[0172] Figure 8 It is a schematic diagram of the structure of a vehicle provided in an embodiment of the present application.

[0173] For example, Figure 8 As shown, the vehicle 800 includes the above-mentioned vehicle steering system; and the vehicle 800 includes: a memory 810 and a processor 820, wherein the memory 810 stores an executable program code 8101, and the processor 820 is used to call and execute the executable program code 8101 to perform a steering control method.

[0174] The present application can divide the functional modules of the vehicle according to the above method example. For example, each functional module can be corresponded, or two or more functions can be integrated into one processing module. The above integrated module can be implemented in the form of hardware. It should be noted that the division of modules in this embodiment is schematic and is only a logical function division. There may be other division methods in actual implementation.

[0175] In the case of dividing each functional module according to each function, the vehicle may include: an acquisition module and a processing module, etc. It should be noted that all relevant contents of each step involved in the above method embodiment can be referred to the functional description of the corresponding functional module, which will not be repeated here.

[0176] The vehicle provided in the present application is used to execute the above-mentioned steering control method, and thus can achieve the same effect as the above-mentioned implementation method.

[0177] In the case of an integrated unit, the vehicle may include a processing module and a storage module. The processing module may be used to control and manage the actions of the vehicle. The storage module may be used to support the vehicle in executing related program codes and data.

[0178] The processing module may be a processor or a controller, which may implement or execute various exemplary logic blocks, modules and circuits shown in combination with the contents disclosed in this application. The processor may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc. The storage module may be a memory.

[0179] The present application also provides a computer-readable storage medium, on which a computer program is stored, and when the program is executed by a processor, the steps of the method of any of the above embodiments are implemented. The computer-readable storage medium may include, but is not limited to, any type of disk, including a floppy disk, an optical disk, a DVD (Digital Video Disc), a CD-ROM (Compact Disc Read-Only Memory), a microdrive, and a magneto-optical disk, a ROM (Read-Only Memory), a RAM (Random Access Memory), an EPROM (Erasable Programmable Read-Only Memory), an EEPROM (Electrically Erasable Programmable Read Only Memory), a DRAM (Dynamic Random Access Memory), a VRAM (Video Random Access Memory), a flash memory device, a magnetic card or an optical card, a nanosystem (including a molecular memory IC), or any type of medium or device suitable for storing instructions and / or data.

[0180] The present application also provides a computer program product. When the computer program product is run on a computer, the computer is enabled to execute the above-mentioned related steps to implement a steering control method in the above-mentioned embodiment.

[0181] In addition, the vehicle provided in the embodiments of the present application may specifically be a chip, component or module, and the vehicle may include a connected processor and memory; wherein the memory is used to store instructions, and when the vehicle is running, the processor may call and execute instructions so that the chip executes a steering control method in the above embodiments.

[0182] Among them, the vehicle, computer-readable storage medium, computer program product or chip provided in this application are all used to execute the corresponding methods provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0183] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0184] In the embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic, for example, the division of modules or units is only a logical function division, and there may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0185] The above contents are only specific implementation methods of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A steering control method, characterized in that: The vehicle steering system includes a hand force redundancy device, a steering column and a hand feel motor; the hand feel motor is used to output a steering hand torque acting on the steering column; the hand force redundancy device is used to apply resistance to the steering column when a preset condition is met, so as to increase the resistance when the steering column rotates; The manual force redundancy device comprises a first friction member, a second friction member and an electromagnetic relay; The steering shaft of the steering column is connected to the first friction member; The method comprises: Obtaining a status signal of the hand feeling motor; If the state signal satisfies the preset condition, obtaining a first steering hand torque output by the hand-feeling motor before the state signal satisfies the preset condition; determining a target current of the electromagnetic relay based on the first steering hand torque; Controlling the manual redundant device to be in a working state, and adjusting the current of the electromagnetic relay to be the target current, so that the electromagnetic relay outputs a magnetic repulsive force on the second friction member, so that the second friction member is pressed against the first friction member; Among them, the target current is positively correlated with the first steering hand torque; the preset condition is used to indicate that the steering hand torque output by the hand feel motor is less than the preset torque; or, the steering hand torque output by the hand feel motor is not collected.

2. The method according to claim 1, characterized in that: The method further comprises: Get the current steering wheel angle value; The controlling the manual redundancy device to be in a working state comprises: If the current rotation angle value is greater than the preset rotation angle value, the manual redundancy device is controlled to be in the working state.

3. The method according to claim 1, characterized in that The manual force redundancy device further comprises a spring member; one end of the spring member is connected to the housing of the steering column, or to the electromagnetic relay; the other end of the spring member is connected to the second friction member; The second friction member is pressed against the first friction member, comprising: The spring member applies a thrust to the second friction member so that the second friction member is pressed against the first friction member.

4. The method according to claim 3, characterized in that The method further comprises: If the status signal does not meet the preset condition, the manual redundant device is controlled to be in a non-working state, and the electromagnetic relay outputs a magnetic attraction force on the second friction part, and / or the spring part applies a lifting force to the second friction part, so that the second friction part is not pressed against the first friction part.

5. A vehicle, characterized in that: The vehicle comprises a control unit which causes the vehicle to perform a method as claimed in any one of claims 1 to 4.

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