Vehicle steering-by-wire optimization method and device, equipment and storage medium

Abstract

The invention discloses a vehicle steer-by-wire optimization method, device and equipment and a storage medium. The method comprises the steps that the angle difference value of a steering wheel actuator HWA and a front wheel actuator RWA of a current vehicle is obtained; whether the angle difference value is larger than a preset angle threshold value or not is judged, and whether steering adjustment needs to be conducted on the current vehicle or not is determined according to the judgment result; when the current vehicle needs to be subjected to steering adjustment, steering adjustment is conducted through the HWA according to the target alignment speed, the accuracy of vehicle steering control is improved, the bad feeling brought to a driver when the steering-by-wire system executes alignment work is reduced, harm caused by the fact that the driver mistakenly touches a steering wheel is avoided, and the driving safety is improved. The driving experience of a driver is improved, and the speed and efficiency of vehicle steer-by-wire optimization are improved.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle steering control, and in particular to a vehicle steering-by-wire optimization method, device, equipment and storage medium. Background Art

[0002] Because the mechanical physical connection is eliminated in steer-by-wire vehicles, when the vehicle is powered off, an angle difference may occur between the steering wheel actuator (HWA) and the front wheel actuator (RWA) due to external factors (such as the driver turning the steering wheel when the vehicle is powered off).

[0003] The prior art is a steering operation shaft in which power transmission to and from the steering wheel is prohibited, and the steering operation shaft steers the steering wheel of the vehicle; a steering operation motor that generates a steering operation force that is a torque applied to the steering operation shaft to steer the steering wheel; and a control device that controls the steering operation motor; when the rotational position of the steering wheel is different from the rotational position corresponding to the steering position of the steering wheel, the control device performs processing for correcting the steering position of the steering wheel to a position corresponding to the rotational position of the steering wheel through the steering operation motor.

[0004] The defects are that the description is rather general and lacks specific evaluation methods. In addition, the steer-by-wire system brings a bad experience to the driver when the mechanical angle correspondence error is caused by external force during the repair of the non-working state. Summary of the invention

[0005] The main purpose of the present invention is to provide a vehicle steering-by-wire optimization method, device, equipment and storage medium, aiming to solve the technical problem in the prior art that when the steering-by-wire system is repaired in a non-working state and causes mechanical angle correspondence errors due to external forces, it brings a bad experience or harm to the driver.

[0006] In a first aspect, the present invention provides a vehicle steering-by-wire optimization method, the vehicle steering-by-wire optimization method comprising the following steps:

[0007] Get the angle difference between the steering wheel actuator HWA and the front wheel actuator RWA of the current vehicle;

[0008] Determining whether the angle difference is greater than a preset angle threshold, and determining whether the current vehicle needs to perform steering adjustment according to the determination result;

[0009] When the current vehicle needs to perform steering adjustment, the steering adjustment is performed through HWA according to the target alignment speed.

[0010] Optionally, the vehicle steer-by-wire optimization method is characterized in that obtaining the angle difference between the steering wheel actuator HWA and the front wheel actuator RWA of the current vehicle includes:

[0011] Obtain the HWA angle signal of the steering wheel actuator HWA and the RWA angle signal of the front wheel actuator RWA of the current vehicle;

[0012] Obtain a current HWA angle from the HWA angle signal, and obtain a current RWA angle from the RWA angle signal;

[0013] A difference between the current HWA angle and the current RWA angle is calculated, and the difference is used as an angle difference between HWA and RWA.

[0014] Optionally, judging whether the angle difference is greater than a preset angle threshold, and determining whether the current vehicle needs to perform steering adjustment according to the judgment result, includes:

[0015] Compare the angle difference with a preset angle threshold, determine whether the angle difference is greater than the preset angle threshold, and generate a determination result;

[0016] When the judgment result is that the angle difference is greater than the preset angle threshold, determining that the current vehicle does not need to perform steering adjustment;

[0017] When the judgment result is that the angle difference is not greater than the preset angle threshold, it is determined that the current vehicle needs to perform steering adjustment.

[0018] Optionally, when the current vehicle needs to perform steering adjustment, performing steering adjustment through HWA according to the target alignment speed includes:

[0019] When the current vehicle needs to perform steering adjustment, obtaining a differential gear corresponding to the angle difference;

[0020] Matching a corresponding HWA alignment closed-loop control tracking speed according to the differential gear, and using the HWA alignment closed-loop control tracking speed as a target alignment speed;

[0021] When the current vehicle needs to perform steering adjustment, returning the steering wheel of the current vehicle to the correct position according to the target alignment speed;

[0022] The steering wheel hand torque of the steering wheel is detected in real time, and the steering is adjusted through HWA according to the steering wheel hand torque.

[0023] Optionally, matching a corresponding HWA alignment closed-loop control tracking speed according to the difference gear, and using the HWA alignment closed-loop control tracking speed as a target alignment speed, includes:

[0024] According to the difference gear matching, the maximum error angle allowed for the corresponding current gear;

[0025] The corresponding HWA alignment closed-loop control tracking speed is calculated according to the maximum error angle and the angle difference by the following formula:

[0026] Δθ=θ1 2 / θ2

[0027] Among them, Δθ is the HWA alignment closed-loop control tracking speed, θ1 is the angle difference, and θ2 is the maximum error angle;

[0028] The HWA alignment closed-loop control tracking speed is used as the target alignment speed.

[0029] Optionally, the real-time detection of the steering wheel hand torque of the steering wheel and the steering adjustment through HWA according to the steering wheel hand torque include:

[0030] detecting a steering wheel hand torque of the steering wheel in real time, and comparing the steering wheel hand torque with a first preset torque;

[0031] When the steering wheel hand torque is greater than the first preset torque, stopping the HWA angle closed loop;

[0032] When the steering wheel hand torque is not greater than the first preset torque, executing the HWA angle closed loop, and continuously monitoring whether the steering wheel hand torque is greater than the first preset torque;

[0033] Steering is adjusted via HWA according to the steering wheel hand torque.

[0034] Optionally, when the steering wheel hand torque is greater than the first preset torque, after stopping the HWA angle closed loop, the vehicle steering-by-wire optimization method further includes:

[0035] detecting a steering wheel hand torque of the steering wheel in real time, and comparing the steering wheel hand torque with a second preset torque, wherein the second preset torque is smaller than the first preset torque;

[0036] When the steering wheel hand torque is not less than the second preset torque, stopping the HWA angle closed loop;

[0037] When the steering wheel hand torque is less than the second preset torque, the steering adjustment is continued through HWA according to the steering wheel hand torque.

[0038] In a second aspect, in order to achieve the above-mentioned object, the present invention further proposes a vehicle-by-wire steering optimization device, the vehicle-by-wire steering optimization device comprising:

[0039] The difference calculation module is used to obtain the angle difference between the steering wheel actuator HWA and the front wheel actuator RWA of the current vehicle;

[0040] A judgment module, used to judge whether the angle difference is greater than a preset angle threshold, and determine whether the current vehicle needs to perform steering adjustment according to the judgment result;

[0041] The steering optimization module is used to perform steering adjustment through HWA according to the target alignment speed when the current vehicle needs to perform steering adjustment.

[0042] In the third aspect, to achieve the above-mentioned purpose, the present invention also proposes a vehicle steering-by-wire optimization device, which includes: a memory, a processor, and a vehicle steering-by-wire optimization program stored in the memory and executable on the processor, and the vehicle steering-by-wire optimization program is configured to implement the steps of the vehicle steering-by-wire optimization method as described above.

[0043] In a fourth aspect, in order to achieve the above-mentioned purpose, the present invention also proposes a storage medium, on which a vehicle-by-wire steering optimization program is stored, and when the vehicle-by-wire steering optimization program is executed by a processor, the steps of the vehicle-by-wire steering optimization method described above are implemented.

[0044] The vehicle steering-by-wire optimization method proposed in the present invention obtains the angle difference between the steering wheel actuator HWA and the front wheel actuator RWA of the current vehicle; determines whether the angle difference is greater than a preset angle threshold, and determines whether the current vehicle needs to perform steering adjustment according to the judgment result; when the current vehicle needs to perform steering adjustment, the steering adjustment is performed through HWA according to the target alignment speed, thereby improving the accuracy of vehicle steering control, reducing the adverse feelings brought to the driver when the steering-by-wire system performs the alignment work, avoiding injuries caused by the driver accidentally touching the steering wheel, improving the driver's driving experience, and improving the speed and efficiency of vehicle steering-by-wire optimization. BRIEF DESCRIPTION OF THE DRAWINGS

[0045] Figure 1 A schematic diagram of the device structure of the hardware operating environment involved in the embodiment of the present invention;

[0046] Figure 2 A schematic diagram of a flow chart of a first embodiment of a vehicle steering-by-wire optimization method according to the present invention;

[0047] Figure 3 A schematic diagram of a flow chart of a second embodiment of a vehicle steer-by-wire optimization method according to the present invention;

[0048] Figure 4 A schematic diagram of a flow chart of a third embodiment of a vehicle steering-by-wire optimization method according to the present invention;

[0049] Figure 5 A schematic flow chart of a fourth embodiment of a vehicle steer-by-wire optimization method according to the present invention;

[0050] Figure 6 A schematic diagram of the angle alignment process in the vehicle steering-by-wire optimization method of the present invention;

[0051] Figure 7 This is a functional module diagram of the first embodiment of the vehicle steering-by-wire optimization device of the present invention.

[0052] The realization of the purpose, functional features and advantages of the present invention will be further explained in conjunction with embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0053] It should be understood that the specific embodiments described herein are only used to explain the present invention, and are not used to limit the present invention.

[0054] The solution of the embodiment of the present invention is mainly: by obtaining the angle difference between the steering wheel actuator HWA and the front wheel actuator RWA of the current vehicle; judging whether the angle difference is greater than a preset angle threshold, and determining whether the current vehicle needs to perform steering adjustment according to the judgment result; when the current vehicle needs to perform steering adjustment, steering adjustment is performed through HWA according to the target alignment speed, thereby improving the accuracy of vehicle steering control, reducing the adverse experience brought to the driver when the wire-controlled steering system performs the alignment work, avoiding injuries caused by the driver accidentally touching the steering wheel, improving the driver's driving experience, and improving the speed and efficiency of the vehicle's wire-controlled steering optimization, and solving the technical problem in the prior art that the wire-controlled steering system brings adverse experience or injury to the driver when the mechanical angle correspondence error caused by external force is repaired in a non-working state.

[0055] Reference Figure 1 , Figure 1 The figure is a schematic diagram of the device structure of the hardware operating environment involved in the embodiment of the present invention.

[0056] like Figure 1As shown, the device may include: a processor 1001, such as a CPU, a communication bus 1002, a user interface 1003, a network interface 1004, and a memory 1005. Among them, the communication bus 1002 is used to realize the connection and communication between these components. The user interface 1003 may include a display screen (Display), an input unit such as a keyboard (Keyboard), and the optional user interface 1003 may also include a standard wired interface and a wireless interface. The network interface 1004 may optionally include a standard wired interface and a wireless interface (such as a Wi-Fi interface). The memory 1005 may be a high-speed RAM memory, or it may be a stable memory (Non-Volatile Memory), such as a disk memory. The memory 1005 may optionally be a storage device independent of the aforementioned processor 1001.

[0057] Those skilled in the art will understand that Figure 1 The device structure shown in the figure does not constitute a limitation of the device, and may include more or less components than shown in the figure, or combine certain components, or arrange the components differently.

[0058] like Figure 1 As shown, the memory 1005 as a storage medium may include an operating device, a network communication module, a user interface module, and a vehicle steer-by-wire optimization program.

[0059] The device of the present invention calls the vehicle wire control steering optimization program stored in the memory 1005 through the processor 1001, and performs the following operations:

[0060] Get the angle difference between the steering wheel actuator HWA and the front wheel actuator RWA of the current vehicle;

[0061] Determining whether the angle difference is greater than a preset angle threshold, and determining whether the current vehicle needs to perform steering adjustment according to the determination result;

[0062] When the current vehicle needs to perform steering adjustment, the steering adjustment is performed through HWA according to the target alignment speed.

[0063] The device of the present invention calls the vehicle steer-by-wire optimization program stored in the memory 1005 through the processor 1001, and also performs the following operations:

[0064] Obtain the HWA angle signal of the steering wheel actuator HWA and the RWA angle signal of the front wheel actuator RWA of the current vehicle;

[0065] Obtain a current HWA angle from the HWA angle signal, and obtain a current RWA angle from the RWA angle signal;

[0066] A difference between the current HWA angle and the current RWA angle is calculated, and the difference is used as an angle difference between HWA and RWA.

[0067] The device of the present invention calls the vehicle steer-by-wire optimization program stored in the memory 1005 through the processor 1001, and also performs the following operations:

[0068] Compare the angle difference with a preset angle threshold, determine whether the angle difference is greater than the preset angle threshold, and generate a determination result;

[0069] When the judgment result is that the angle difference is greater than the preset angle threshold, determining that the current vehicle does not need to perform steering adjustment;

[0070] When the judgment result is that the angle difference is not greater than the preset angle threshold, it is determined that the current vehicle needs to perform steering adjustment.

[0071] The device of the present invention calls the vehicle steer-by-wire optimization program stored in the memory 1005 through the processor 1001, and also performs the following operations:

[0072] When the current vehicle needs to perform steering adjustment, obtaining a differential gear corresponding to the angle difference;

[0073] Matching a corresponding HWA alignment closed-loop control tracking speed according to the differential gear, and using the HWA alignment closed-loop control tracking speed as a target alignment speed;

[0074] When the current vehicle needs to perform steering adjustment, returning the steering wheel of the current vehicle to the correct position according to the target alignment speed;

[0075] The steering wheel hand torque of the steering wheel is detected in real time, and the steering is adjusted through HWA according to the steering wheel hand torque.

[0076] The device of the present invention calls the vehicle steer-by-wire optimization program stored in the memory 1005 through the processor 1001, and also performs the following operations:

[0077] According to the difference gear matching, the maximum error angle allowed for the corresponding current gear;

[0078] The corresponding HWA alignment closed-loop control tracking speed is calculated according to the maximum error angle and the angle difference by the following formula:

[0079] Δθ=θ1 2 / θ2

[0080] Among them, Δθ is the HWA alignment closed-loop control tracking speed, θ1 is the angle difference, and θ2 is the maximum error angle;

[0081] The HWA alignment closed-loop control tracking speed is used as the target alignment speed.

[0082] The device of the present invention calls the vehicle steer-by-wire optimization program stored in the memory 1005 through the processor 1001, and also performs the following operations:

[0083] detecting a steering wheel hand torque of the steering wheel in real time, and comparing the steering wheel hand torque with a first preset torque;

[0084] When the steering wheel hand torque is greater than the first preset torque, stopping the HWA angle closed loop;

[0085] When the steering wheel hand torque is not greater than the first preset torque, executing the HWA angle closed loop, and continuously monitoring whether the steering wheel hand torque is greater than the first preset torque;

[0086] Steering is adjusted via HWA according to the steering wheel hand torque.

[0087] The device of the present invention calls the vehicle steer-by-wire optimization program stored in the memory 1005 through the processor 1001, and also performs the following operations:

[0088] detecting a steering wheel hand torque of the steering wheel in real time, and comparing the steering wheel hand torque with a second preset torque, wherein the second preset torque is smaller than the first preset torque;

[0089] When the steering wheel hand torque is not less than the second preset torque, stopping the HWA angle closed loop;

[0090] When the steering wheel hand torque is less than the second preset torque, the steering adjustment is continued through HWA according to the steering wheel hand torque.

[0091] Through the above scheme, this embodiment obtains the angle difference between the steering wheel actuator HWA and the front wheel actuator RWA of the current vehicle; determines whether the angle difference is greater than a preset angle threshold, and determines whether the current vehicle needs to perform steering adjustment based on the judgment result; when the current vehicle needs to perform steering adjustment, the steering adjustment is performed through HWA according to the target alignment speed, thereby improving the accuracy of vehicle steering control, reducing the adverse feelings brought to the driver when the wire-controlled steering system performs the alignment work, avoiding injuries caused by the driver accidentally touching the steering wheel, improving the driver's driving experience, and improving the speed and efficiency of vehicle-controlled steering-by-wire optimization.

[0092] Based on the above hardware structure, an embodiment of the vehicle steering-by-wire optimization method of the present invention is proposed.

[0093] Reference Figure 2 , Figure 2FIG. 1 is a flow chart of a first embodiment of a vehicle steer-by-wire optimization method according to the present invention.

[0094] In a first embodiment, the vehicle steer-by-wire optimization method comprises the following steps:

[0095] Step S10: Obtain the angle difference between the steering wheel actuator HWA and the front wheel actuator RWA of the current vehicle.

[0096] It should be noted that the steer-by-wire system consists of RWA and HWA. Since the RWA module is in direct contact with the external environment such as the road surface, directly controlling RWA to follow the current angle of HWA will result in uncontrollable risks. Therefore, the control strategy adopts the method of HWA following the current angle of RWA for control. First, the angle difference between the steering wheel actuator HWA and the front wheel actuator RWA of the current vehicle can be obtained.

[0097] Step S20: determine whether the angle difference is greater than a preset angle threshold, and determine whether the current vehicle needs to perform steering adjustment based on the determination result.

[0098] It can be understood that the preset angle threshold is a pre-set angle comparison value. By comparing the angle difference with the preset angle threshold, it can be determined whether the angle difference is greater than the preset angle threshold, thereby generating a corresponding judgment result, and then determining whether the current vehicle needs steering adjustment based on the judgment result.

[0099] Step S30: When the current vehicle needs to perform steering adjustment, perform steering adjustment through HWA according to the target alignment speed.

[0100] It should be understood that when the current vehicle needs to be adjusted in steering, the steering of the current vehicle can be adjusted through HWA according to the target alignment speed.

[0101] Through the above scheme, this embodiment obtains the angle difference between the steering wheel actuator HWA and the front wheel actuator RWA of the current vehicle; determines whether the angle difference is greater than a preset angle threshold, and determines whether the current vehicle needs to perform steering adjustment based on the judgment result; when the current vehicle needs to perform steering adjustment, the steering adjustment is performed through HWA according to the target alignment speed, thereby improving the accuracy of vehicle steering control, reducing the adverse feelings brought to the driver when the wire-controlled steering system performs the alignment work, avoiding injuries caused by the driver accidentally touching the steering wheel, improving the driver's driving experience, and improving the speed and efficiency of vehicle-controlled steering-by-wire optimization.

[0102] Further, Figure 3 FIG. 2 is a flow chart of a second embodiment of a vehicle steering-by-wire optimization method according to the present invention. Figure 3As shown, a second embodiment of the vehicle steering-by-wire optimization method of the present invention is proposed based on the first embodiment. In this embodiment, step S10 specifically includes the following steps:

[0103] Step S11, obtaining the HWA angle signal of the steering wheel actuator HWA and the RWA angle signal of the front wheel actuator RWA of the current vehicle.

[0104] It should be noted that when the wire control system is started, the angle alignment works as the primary starting module, and can timely obtain the HWA angle signal of the steering wheel actuator HWA and the RWA angle signal of the front wheel actuator RWA of the current vehicle.

[0105] Step S12: Obtain a current HWA angle from the HWA angle signal, and obtain a current RWA angle from the RWA angle signal.

[0106] It can be understood that a corresponding angle can be obtained from the HWA angle signal as the current HWA angle, and a corresponding angle can be obtained from the RWA angle signal as the current RWA angle.

[0107] Step S13: Calculate the difference between the current HWA angle and the current RWA angle, and use the difference as the angle difference between HWA and RWA.

[0108] It should be understood that the difference between the current HWA angle and the current RWA angle can be calculated through angle difference calculation, and the difference is used as the angle difference between HWA and RWA.

[0109] Through the above scheme, this embodiment obtains the HWA angle signal of the steering wheel actuator HWA of the current vehicle and the RWA angle signal of the front wheel actuator RWA; obtains the current HWA angle from the HWA angle signal, and obtains the current RWA angle from the RWA angle signal; calculates the difference between the current HWA angle and the current RWA angle, and uses the difference as the angle difference between HWA and RWA; the accuracy of vehicle steering control is improved, and the speed and efficiency of vehicle wire-controlled steering optimization are improved.

[0110] Further, Figure 4 FIG. 4 is a flow chart of a third embodiment of the vehicle steering-by-wire optimization method of the present invention. Figure 4 As shown, a third embodiment of the vehicle steering-by-wire optimization method of the present invention is proposed based on the first embodiment. In this embodiment, step S20 specifically includes the following steps:

[0111] Step S21, comparing the angle difference with a preset angle threshold, determining whether the angle difference is greater than the preset angle threshold, and generating a determination result.

[0112] It should be noted that after comparing the angle difference with the preset angle threshold, it can be determined whether the angle difference is greater than the preset angle threshold to generate a determination result.

[0113] Step S22: When the judgment result is that the angle difference is greater than the preset angle threshold, it is determined that the current vehicle does not need to perform steering adjustment.

[0114] It can be understood that when the judgment result is that the angle difference is greater than the preset angle threshold, it can be determined that the current vehicle does not need to perform steering adjustment.

[0115] Step S23: When the judgment result is that the angle difference is not greater than the preset angle threshold, it is determined that the current vehicle needs to perform steering adjustment.

[0116] It should be understood that when the judgment result is that the angle difference is not greater than the preset angle threshold, it can be determined that the current vehicle needs to perform steering adjustment.

[0117] Through the above scheme, this embodiment compares the angle difference with the preset angle threshold to determine whether the angle difference is greater than the preset angle threshold, and generates a judgment result; when the judgment result is that the angle difference is greater than the preset angle threshold, it is determined that the current vehicle does not need to perform steering adjustment; when the judgment result is that the angle difference is not greater than the preset angle threshold, it is determined that the current vehicle needs to perform steering adjustment, which can improve the accuracy of vehicle steering control and improve the speed and efficiency of vehicle wire-controlled steering optimization.

[0118] Further, Figure 5 FIG. 4 is a flow chart of a fourth embodiment of a vehicle steering-by-wire optimization method according to the present invention. Figure 5 As shown, a fourth embodiment of the vehicle steering-by-wire optimization method of the present invention is proposed based on the third embodiment. In this embodiment, step S30 specifically includes the following steps:

[0119] Step S31: when the current vehicle needs to perform steering adjustment, obtain the difference gear corresponding to the angle difference.

[0120] It should be noted that different angle differences correspond to different gears, and when the current vehicle needs to perform steering adjustment, the difference gear corresponding to the angle difference can be obtained.

[0121] In the specific implementation, the HWA module calculates the angle difference based on the RWA angle signal and the HWA angle signal. To take the driver's feelings into consideration, the angle difference is divided into three levels: zero to one-third of the maximum angle difference, one-third of the maximum angle difference to two-thirds of the maximum angle difference, and two-thirds of the maximum angle difference to the maximum angle difference.

[0122] Step S32: Match the corresponding HWA alignment closed-loop control tracking speed according to the difference gear, and use the HWA alignment closed-loop control tracking speed as the target alignment speed.

[0123] It can be understood that the HWA alignment closed-loop control tracking speed corresponding to the differential gear is matched, and then the HWA alignment closed-loop control tracking speed is used as the target alignment speed.

[0124] Furthermore, the step S32 specifically includes the following steps:

[0125] According to the difference gear matching, the maximum error angle allowed for the corresponding current gear;

[0126] The corresponding HWA alignment closed-loop control tracking speed is calculated according to the maximum error angle and the angle difference by the following formula:

[0127] Δθ=θ1 2 / θ2

[0128] Among them, Δθ is the HWA alignment closed-loop control tracking speed, θ1 is the angle difference, and θ2 is the maximum error angle;

[0129] The HWA alignment closed-loop control tracking speed is used as the target alignment speed.

[0130] In the specific implementation, different return speed requirements can be set for the above three levels. For example, the first level can complete the alignment within 1.5s, the second level can complete the alignment within 2.5s, and the third level can complete the alignment within 3.5s. Set the current error angle to θ1, the maximum error angle to θ2, and design the HWA alignment closed-loop control tracking speed calculation to be Δθ=θ1 2 / θ2, generally speaking, this value is not less than 10° / s.

[0131] Step S33: when the current vehicle needs to perform steering adjustment, the steering wheel of the current vehicle is corrected according to the target alignment speed.

[0132] It should be understood that when the current vehicle needs to perform steering adjustment, the steering wheel of the current vehicle can be corrected according to the target alignment speed.

[0133] Step S34: Detect the steering wheel hand torque of the steering wheel in real time, and perform steering adjustment through HWA according to the steering wheel hand torque.

[0134] It can be understood that the steering wheel hand torque of the steering wheel is detected in real time, and the steering is adjusted through HWA according to the steering wheel hand torque.

[0135] Furthermore, the step S34 specifically includes the following steps:

[0136] detecting a steering wheel hand torque of the steering wheel in real time, and comparing the steering wheel hand torque with a first preset torque;

[0137] When the steering wheel hand torque is greater than the first preset torque, stopping the HWA angle closed loop;

[0138] When the steering wheel hand torque is not greater than the first preset torque, executing the HWA angle closed loop, and continuously monitoring whether the steering wheel hand torque is greater than the first preset torque;

[0139] Steering is adjusted via HWA according to the steering wheel hand torque.

[0140] It should be understood that after the steering wheel hand torque of the steering wheel is detected in real time, the steering wheel hand torque can be compared with the first preset torque, and corresponding steering adjustment operations can be taken according to different comparison results.

[0141] Furthermore, after the step of stopping the HWA angle closed loop when the steering wheel hand torque is greater than the first preset torque, the vehicle steering-by-wire optimization method further includes the following steps:

[0142] detecting a steering wheel hand torque of the steering wheel in real time, and comparing the steering wheel hand torque with a second preset torque, wherein the second preset torque is smaller than the first preset torque;

[0143] When the steering wheel hand torque is not less than the second preset torque, stopping the HWA angle closed loop;

[0144] When the steering wheel hand torque is less than the second preset torque, the steering adjustment is continued through HWA according to the steering wheel hand torque.

[0145] It can be understood that by detecting the steering wheel hand torque of the steering wheel in real time, the steering wheel hand torque is compared with the second preset torque, and the second preset torque is smaller than the first preset torque; and then when the steering wheel hand torque is not smaller than the second preset torque, the HWA angle closed loop is stopped; when the steering wheel hand torque is smaller than the second preset torque, the steering adjustment is continued through HWA according to the steering wheel hand torque.

[0146] It should be understood that Figure 6FIG. 1 is a schematic diagram of the angle alignment process in the vehicle steering-by-wire optimization method of the present invention. Figure 6 As shown, taking the preset angle threshold of 1°, the first preset torque of 3Nm, and the second preset torque of 0.5Nm as an example, after the vehicle system is powered on, it is first determined whether the angle difference between HWA and RWA is greater than 1°. If so, the target alignment speed is calculated, and then whether the steering wheel hand torque is greater than 3Nm. If so, the HWA angle closed loop is stopped, the steering wheel hand torque is detected in real time, and it is determined whether the steering wheel hand torque is less than 0.5Nm. If so, the steering wheel hand torque is detected in real time, and it is re-determined whether the steering wheel hand torque is greater than 3Nm. If not, the HWA angle closed loop is executed, and the hand torque is continuously monitored to see if it is greater than 3Nm. When the angle difference between HWA and RWA is not greater than 1°, the power-on alignment is completed, and the remaining modules of the wire control system can be started.

[0147] In the specific implementation, in order to ensure that when the wire-controlled steering system performs the alignment work, the driver accidentally interferes with the alignment work, the system will not bring a bad experience or harm to the driver; driver protection is set for the wire-controlled steering system alignment module. When the external force interferes with the steering wheel and the torque is greater than 3Nm, the system exits the work, stops the alignment, and waits until the steering wheel torque decreases to below 0.5Nm before continuing the alignment work, thereby reducing the bad feeling brought to the driver when the wire-controlled steering system performs the alignment work, and avoiding injuries or bad feelings caused by the driver accidentally touching the steering wheel.

[0148] This embodiment adopts the above scheme, by obtaining the differential gear corresponding to the angle difference when the current vehicle needs to perform steering adjustment; matching the corresponding HWA alignment closed-loop control tracking speed according to the differential gear, and taking the HWA alignment closed-loop control tracking speed as the target alignment speed; when the current vehicle needs to perform steering adjustment, aligning the steering wheel of the current vehicle according to the target alignment speed; real-time detecting the steering wheel hand torque of the steering wheel, and performing steering adjustment through HWA according to the steering wheel hand torque, which can improve the accuracy of vehicle steering control, reduce the bad feeling brought to the driver when the wire-controlled steering system performs the alignment work, avoid the injury caused by the driver accidentally touching the steering wheel, improve the driver's driving experience, and improve the speed and efficiency of vehicle wire-controlled steering optimization.

[0149] Accordingly, the present invention further provides a vehicle steer-by-wire optimization device.

[0150] Reference Figure 7 , Figure 7 This is a functional module diagram of the first embodiment of the vehicle steering-by-wire optimization device of the present invention.

[0151] In a first embodiment of the vehicle steer-by-wire optimization device of the present invention, the vehicle steer-by-wire optimization device comprises:

[0152] The difference calculation module 10 is used to obtain the angle difference between the steering wheel actuator HWA and the front wheel actuator RWA of the current vehicle.

[0153] The judgment module 20 is used to judge whether the angle difference is greater than a preset angle threshold, and determine whether the current vehicle needs to perform steering adjustment according to the judgment result.

[0154] The steering optimization module 30 is used to perform steering adjustment through HWA according to the target alignment speed when the current vehicle needs to perform steering adjustment.

[0155] The difference calculation module 10 is also used to obtain the HWA angle signal of the steering wheel actuator HWA and the RWA angle signal of the front wheel actuator RWA of the current vehicle; obtain the current HWA angle from the HWA angle signal, and obtain the current RWA angle from the RWA angle signal; calculate the difference between the current HWA angle and the current RWA angle, and use the difference as the angle difference between HWA and RWA.

[0156] The judgment module 20 is also used to compare the angle difference with a preset angle threshold, determine whether the angle difference is greater than the preset angle threshold, and generate a judgment result; when the judgment result is that the angle difference is greater than the preset angle threshold, it is determined that the current vehicle does not need to perform steering adjustment; when the judgment result is that the angle difference is not greater than the preset angle threshold, it is determined that the current vehicle needs to perform steering adjustment.

[0157] The steering optimization module 30 is also used to obtain the differential gear corresponding to the angle difference when the current vehicle needs to make a steering adjustment; match the corresponding HWA alignment closed-loop control tracking speed according to the differential gear, and use the HWA alignment closed-loop control tracking speed as the target alignment speed; when the current vehicle needs to make a steering adjustment, correct the steering wheel of the current vehicle according to the target alignment speed; detect the steering wheel hand torque of the steering wheel in real time, and perform steering adjustment through HWA according to the steering wheel hand torque.

[0158] The steering optimization module 30 is further used to match the maximum error angle allowed by the current gear position according to the differential gear position;

[0159] The corresponding HWA alignment closed-loop control tracking speed is calculated according to the maximum error angle and the angle difference by the following formula:

[0160] Δθ=θ1 2 / θ2

[0161] Among them, Δθ is the HWA alignment closed-loop control tracking speed, θ1 is the angle difference, and θ2 is the maximum error angle;

[0162] The HWA alignment closed-loop control tracking speed is used as the target alignment speed.

[0163] The steering optimization module 30 is also used to detect the steering wheel hand torque of the steering wheel in real time, and compare the steering wheel hand torque with a first preset torque; when the steering wheel hand torque is greater than the first preset torque, stop the HWA angle closed loop; when the steering wheel hand torque is not greater than the first preset torque, execute the HWA angle closed loop and continuously monitor whether the steering wheel hand torque is greater than the first preset torque; and adjust the steering through HWA according to the steering wheel hand torque.

[0164] The steering optimization module 30 is also used to detect the steering wheel hand torque of the steering wheel in real time, compare the steering wheel hand torque with a second preset torque, and the second preset torque is smaller than the first preset torque; when the steering wheel hand torque is not smaller than the second preset torque, stop the HWA angle closed loop; when the steering wheel hand torque is smaller than the second preset torque, continue to adjust the steering through HWA according to the steering wheel hand torque.

[0165] Among them, the steps implemented by each functional module of the vehicle-by-wire steering optimization device can refer to the various embodiments of the vehicle-by-wire steering optimization method of the present invention, and will not be repeated here.

[0166] In addition, an embodiment of the present invention further provides a storage medium, on which a vehicle steer-by-wire optimization program is stored. When the vehicle steer-by-wire optimization program is executed by a processor, the following operations are implemented:

[0167] Get the angle difference between the steering wheel actuator HWA and the front wheel actuator RWA of the current vehicle;

[0168] Determining whether the angle difference is greater than a preset angle threshold, and determining whether the current vehicle needs to perform steering adjustment according to the determination result;

[0169] When the current vehicle needs to perform steering adjustment, the steering adjustment is performed through HWA according to the target alignment speed.

[0170] Furthermore, when the vehicle steer-by-wire optimization program is executed by the processor, the following operations are also implemented:

[0171] Obtain the HWA angle signal of the steering wheel actuator HWA and the RWA angle signal of the front wheel actuator RWA of the current vehicle;

[0172] Obtain a current HWA angle from the HWA angle signal, and obtain a current RWA angle from the RWA angle signal;

[0173] A difference between the current HWA angle and the current RWA angle is calculated, and the difference is used as an angle difference between HWA and RWA.

[0174] Furthermore, when the vehicle steer-by-wire optimization program is executed by the processor, the following operations are also implemented:

[0175] Compare the angle difference with a preset angle threshold, determine whether the angle difference is greater than the preset angle threshold, and generate a determination result;

[0176] When the judgment result is that the angle difference is greater than the preset angle threshold, determining that the current vehicle does not need to perform steering adjustment;

[0177] When the judgment result is that the angle difference is not greater than the preset angle threshold, it is determined that the current vehicle needs to perform steering adjustment.

[0178] Furthermore, when the vehicle steer-by-wire optimization program is executed by the processor, the following operations are also implemented:

[0179] When the current vehicle needs to perform steering adjustment, obtaining a differential gear corresponding to the angle difference;

[0180] Matching a corresponding HWA alignment closed-loop control tracking speed according to the differential gear, and using the HWA alignment closed-loop control tracking speed as a target alignment speed;

[0181] When the current vehicle needs to perform steering adjustment, returning the steering wheel of the current vehicle to the correct position according to the target alignment speed;

[0182] The steering wheel hand torque of the steering wheel is detected in real time, and the steering is adjusted through HWA according to the steering wheel hand torque.

[0183] Furthermore, when the vehicle steer-by-wire optimization program is executed by the processor, the following operations are also implemented:

[0184] According to the difference gear matching, the maximum error angle allowed for the corresponding current gear;

[0185] The corresponding HWA alignment closed-loop control tracking speed is calculated according to the maximum error angle and the angle difference by the following formula:

[0186] Δθ=θ1 2 / θ2

[0187] Among them, Δθ is the HWA alignment closed-loop control tracking speed, θ1 is the angle difference, and θ2 is the maximum error angle;

[0188] The HWA alignment closed-loop control tracking speed is used as the target alignment speed.

[0189] Furthermore, when the vehicle steer-by-wire optimization program is executed by the processor, the following operations are also implemented:

[0190] detecting a steering wheel hand torque of the steering wheel in real time, and comparing the steering wheel hand torque with a first preset torque;

[0191] When the steering wheel hand torque is greater than the first preset torque, stopping the HWA angle closed loop;

[0192] When the steering wheel hand torque is not greater than the first preset torque, executing the HWA angle closed loop, and continuously monitoring whether the steering wheel hand torque is greater than the first preset torque;

[0193] Steering is adjusted via HWA according to the steering wheel hand torque.

[0194] Furthermore, when the vehicle steer-by-wire optimization program is executed by the processor, the following operations are also implemented:

[0195] detecting a steering wheel hand torque of the steering wheel in real time, and comparing the steering wheel hand torque with a second preset torque, wherein the second preset torque is smaller than the first preset torque;

[0196] When the steering wheel hand torque is not less than the second preset torque, stopping the HWA angle closed loop;

[0197] When the steering wheel hand torque is less than the second preset torque, the steering adjustment is continued through HWA according to the steering wheel hand torque.

[0198] Those skilled in the art will appreciate that all or part of the steps in the above-mentioned implementation method can be accomplished by instructing related hardware through a program, and the program is stored in a storage medium, including a number of instructions for enabling a device (which may be a single-chip microcomputer, chip, etc.) or a processor to execute all or part of the steps of the method described in each implementation method of the present application; and the aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), disk or optical disk, and other media that can store program codes.

[0199] It should be noted that, in this article, the terms "include", "comprises" or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, an element defined by the sentence "comprises a ..." does not exclude the existence of other identical elements in the process, method, article or device including the element.

[0200] The serial numbers of the above embodiments of the present invention are only for description and do not represent the advantages or disadvantages of the embodiments.

[0201] The above are only preferred embodiments of the present invention, and are not intended to limit the patent scope of the present invention. Any equivalent structure or equivalent process transformation made using the contents of the present invention specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present invention.

Claims

1. A vehicle steering-by-wire optimization method, characterized in that: The vehicle steering-by-wire optimization method comprises: Get the angle difference between the steering wheel actuator HWA and the front wheel actuator RWA of the current vehicle; Determining whether the angle difference is greater than a preset angle threshold, and determining whether the current vehicle needs to perform steering adjustment according to the determination result; When the current vehicle needs to perform steering adjustment, the steering adjustment is performed through HWA according to the target alignment speed.

2. The vehicle steer-by-wire optimization method according to claim 1, characterized in that: The vehicle steering-by-wire optimization method is characterized in that the step of obtaining the angle difference between the steering wheel actuator HWA and the front wheel actuator RWA of the current vehicle comprises: Obtain the HWA angle signal of the steering wheel actuator HWA and the RWA angle signal of the front wheel actuator RWA of the current vehicle; Obtain a current HWA angle from the HWA angle signal, and obtain a current RWA angle from the RWA angle signal; A difference between the current HWA angle and the current RWA angle is calculated, and the difference is used as an angle difference between HWA and RWA.

3. The vehicle steer-by-wire optimization method according to claim 1, characterized in that: The determining whether the angle difference is greater than a preset angle threshold, and determining whether the current vehicle needs to perform steering adjustment according to the determination result, includes: Compare the angle difference with a preset angle threshold, determine whether the angle difference is greater than the preset angle threshold, and generate a determination result; When the judgment result is that the angle difference is greater than the preset angle threshold, determining that the current vehicle does not need to perform steering adjustment; When the judgment result is that the angle difference is not greater than the preset angle threshold, it is determined that the current vehicle needs to perform steering adjustment.

4. The vehicle steer-by-wire optimization method according to claim 1, characterized in that: When the current vehicle needs to perform steering adjustment, performing steering adjustment through HWA according to the target alignment speed includes: When the current vehicle needs to perform steering adjustment, obtaining a differential gear corresponding to the angle difference; Matching a corresponding HWA alignment closed-loop control tracking speed according to the differential gear, and using the HWA alignment closed-loop control tracking speed as a target alignment speed; When the current vehicle needs to perform steering adjustment, returning the steering wheel of the current vehicle to the correct position according to the target alignment speed; The steering wheel hand torque of the steering wheel is detected in real time, and the steering is adjusted through HWA according to the steering wheel hand torque.

5. The vehicle steering-by-wire optimization method according to claim 4, characterized in that: The step of matching the corresponding HWA alignment closed-loop control tracking speed according to the difference gear, and taking the HWA alignment closed-loop control tracking speed as the target alignment speed, comprises: According to the difference gear matching, the maximum error angle allowed for the corresponding current gear; The corresponding HWA alignment closed-loop control tracking speed is calculated according to the maximum error angle and the angle difference by the following formula: Δθ=θ1 2 / θ2 Among them, Δθ is the HWA alignment closed-loop control tracking speed, θ1 is the angle difference, and θ2 is the maximum error angle; The HWA alignment closed-loop control tracking speed is used as the target alignment speed.

6. The vehicle steer-by-wire optimization method according to claim 4, characterized in that: The real-time detection of the steering wheel hand torque of the steering wheel and the steering adjustment through HWA according to the steering wheel hand torque include: detecting a steering wheel hand torque of the steering wheel in real time, and comparing the steering wheel hand torque with a first preset torque; When the steering wheel hand torque is greater than the first preset torque, stopping the HWA angle closed loop; When the steering wheel hand torque is not greater than the first preset torque, executing the HWA angle closed loop, and continuously monitoring whether the steering wheel hand torque is greater than the first preset torque; Steering is adjusted via HWA according to the steering wheel hand torque.

7. The vehicle steer-by-wire optimization method according to claim 6, characterized in that: When the steering wheel hand torque is greater than the first preset torque, after stopping the HWA angle closed loop, the vehicle steering-by-wire optimization method further includes: detecting a steering wheel hand torque of the steering wheel in real time, and comparing the steering wheel hand torque with a second preset torque, wherein the second preset torque is smaller than the first preset torque; When the steering wheel hand torque is not less than the second preset torque, stopping the HWA angle closed loop; When the steering wheel hand torque is less than the second preset torque, the steering adjustment is continued through HWA according to the steering wheel hand torque.

8. A vehicle steering-by-wire optimization device, characterized in that: The vehicle steering-by-wire optimization device comprises: The difference calculation module is used to obtain the angle difference between the steering wheel actuator HWA and the front wheel actuator RWA of the current vehicle; A judgment module, used to judge whether the angle difference is greater than a preset angle threshold, and determine whether the current vehicle needs to perform steering adjustment according to the judgment result; The steering optimization module is used to perform steering adjustment through HWA according to the target alignment speed when the current vehicle needs to perform steering adjustment.

9. A vehicle steering-by-wire optimization device, characterized in that: The vehicle steer-by-wire optimization device comprises: a memory, a processor, and a vehicle steer-by-wire optimization program stored in the memory and executable on the processor, wherein the vehicle steer-by-wire optimization program is configured to implement the steps of the vehicle steer-by-wire optimization method as described in any one of claims 1 to 7.

10. A storage medium, characterized in that: The storage medium stores a vehicle steer-by-wire optimization program, which, when executed by a processor, implements the steps of the vehicle steer-by-wire optimization method according to any one of claims 1 to 7.

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