Steer-by-wire system function control method and device, vehicle and medium

Abstract

The embodiment of the invention provides a steering-by-wire system function control method and device, a vehicle and a medium. The method is applied to a road feeling simulator, and rotation of a steering wheel of a vehicle is controlled by collecting rotation angle data of the steering wheel in real time and combining the maximum rotation angle of the steering wheel. Wherein the maximum rotation angle of the steering wheel is determined according to the maximum rotation angle of the vehicle wheels and the transmission ratio parameter. The transmission ratio parameter refers to a proportional relation between steering wheel rotation and wheel rotation. By means of the method, accurate control over rotation of the steering wheel is achieved, the steering wheel rotates within a reasonable range, the range of limiting the rotation of the steering wheel in a steer-by-wire system is simplified, the controllability and safety of a vehicle are improved, and the method is suitable for development and application of a modern intelligent driving system.

Description

Technical Field

[0001] The present application relates to the field of automotive electronic technology, and in particular to a method, device, vehicle and medium for controlling the function of a wire-controlled steering system. Background Art

[0002] To meet the development needs of intelligent driving, the automotive steering system adopts full-wire control technology, which eliminates the mechanical connection between the steering wheel and the wheel, breaking through the spatial layout restrictions of the steering system machinery. At the same time, because the steering wheel is decoupled from the tire, the driver cannot feel the resistance generated by the friction between the steering system and the tire and the ground through the steering wheel, and there is a safety hazard caused by the mismatch between the rotation of the steering wheel and the ability of the steering execution motor.

[0003] The common solution for limiting the steering wheel rotation range to ensure that the steering wheel rotation matches the ability of the steering actuator motor is the torque curve calibration solution. The torque curve describes the torque that the motor should apply under different steering wheel angles, vehicle speeds, road conditions, etc. The sensor obtains parameters such as the current steering wheel angle, rotation speed, and vehicle speed to determine the current driving state. The system searches for the corresponding torque value in the pre-defined torque curve. However, due to the large number and complexity of parameters, the torque curve calibration solution is not conducive to engineering implementation.

[0004] In summary, providing a technical solution that can effectively solve the complexity of limiting the steering wheel rotation range in a wire-controlled steering system is a technical problem that needs to be solved urgently. Summary of the invention

[0005] The embodiments of the present application provide a method, device, vehicle and medium for controlling the functions of a steer-by-wire system, so as to simplify the complexity of a solution for limiting the range of steering wheel rotation in a steer-by-wire system.

[0006] In a first aspect, an embodiment of the present application provides a method for controlling a function of a steer-by-wire system, which is applied to a road feel simulator of a vehicle, and the method comprises:

[0007] Collect the steering wheel angle data of the vehicle in real time;

[0008] The rotation of the steering wheel is controlled according to the steering wheel angle and the maximum steering wheel rotation angle; wherein the maximum steering wheel rotation angle is determined according to the maximum wheel rotation angle of the vehicle and the transmission ratio parameter.

[0009] In a possible implementation manner, controlling the rotation of the steering wheel according to the steering wheel angle and the maximum steering wheel rotation angle includes:

[0010] If the angle difference between the turning angle and the maximum turning angle of the steering wheel is less than a first preset value, a resistance is applied to the turning direction of the steering wheel, and the magnitude of the resistance is proportional to the magnitude of the turning angle.

[0011] In a possible implementation, the method further includes:

[0012] If the rotation angle reaches the maximum rotation angle of the steering wheel, the rotation of the steering wheel is locked.

[0013] In a possible implementation manner, locking the rotation of the steering wheel includes:

[0014] The rotation of the steering wheel is locked by applying a preset maximum resistance to the rotation direction of the steering wheel.

[0015] In a possible implementation, the method further includes:

[0016] If the steering wheel steering center position is detected, the resistance applied to the steering wheel steering is reduced to zero.

[0017] In a possible implementation, the method further includes:

[0018] The product of the maximum wheel rotation angle of the vehicle and the transmission ratio parameter is calculated to obtain the maximum steering wheel rotation angle.

[0019] In a possible implementation, the method further includes:

[0020] When it is detected that the difference between the current tire turning angle of the vehicle and the maximum tire turning angle is less than a second preset value, controlling the tire response steering speed of the vehicle to decrease;

[0021] The tire response steering speed is inversely proportional to the current tire turning angle of the vehicle.

[0022] In a second aspect, an embodiment of the present application provides a device for controlling a function of a wire-controlled steering system, which is applied to a road feeling simulator of a vehicle, comprising:

[0023] A first processing module is used to collect the steering wheel angle data of the vehicle in real time;

[0024] The second processing module is used to control the rotation of the steering wheel according to the steering wheel angle and the maximum steering wheel rotation angle; wherein the maximum steering wheel rotation angle is determined according to the maximum wheel rotation angle of the vehicle and the transmission ratio parameter.

[0025] In a third aspect, an embodiment of the present application provides a road feeling simulator, including:

[0026] Memory, processor;

[0027] The memory stores computer-executable instructions;

[0028] The processor executes the computer-executable instructions stored in the memory, so that the processor executes the above first aspect and / or various possible implementations of the first aspect.

[0029] In a fourth aspect, an embodiment of the present application provides a vehicle, comprising: a main structure of the vehicle and a road feel simulator as described in the third aspect.

[0030] In a fifth aspect, an embodiment of the present application provides a computer-readable storage medium, in which computer-executable instructions are stored. When the computer-executable instructions are executed by a processor, they are used to implement the first aspect above and / or various possible implementations of the first aspect.

[0031] In a fifth aspect, an embodiment of the present application provides a computer program product, including a computer program, which, when executed by a processor, implements the above first aspect and / or various possible implementation methods of the first aspect.

[0032] The embodiments of the present application provide a method, device, vehicle and medium for controlling the function of a steer-by-wire system, which collects the steering wheel angle data in real time and controls the rotation of the vehicle's steering wheel in combination with the maximum rotation angle of the steering wheel. The maximum rotation angle of the steering wheel is determined based on the maximum rotation angle of the vehicle's wheels and the transmission ratio parameter. The transmission ratio parameter refers to the proportional relationship between the rotation of the steering wheel and the rotation of the wheels. Through the above method, through precise parameter calculation and real-time data collection, precise control of the steering wheel rotation is achieved, so that it rotates within a reasonable range, simplifying the structure of limiting the rotation range of the steering wheel in the steer-by-wire system, thereby improving the vehicle's controllability and safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0034] Figure 1 A schematic diagram of a scenario of a method for controlling a function of a wire-controlled steering system provided in this application;

[0035] Figure 2 A schematic diagram of a method for controlling the function of a wire-controlled steering system provided in this application Figure 1 ;

[0036] Figure 3 A schematic diagram of a specific implementation method of a wire control system function control method provided in this application Figure 1 ;

[0037] Figure 4 A schematic diagram of a specific implementation method of a wire control system function control method provided in this application Figure 2 ;

[0038] Figure 5 A schematic diagram of a specific implementation method of a wire control system function control method provided in this application Figure 3 ;

[0039] Figure 6 A schematic diagram of a specific implementation method of a wire control system function control method provided in this application Figure 4 ;

[0040] Figure 7 A schematic diagram of a specific implementation method of a wire control system function control method provided in this application Figure 5 ;

[0041] Figure 8 A schematic diagram of the overall flow of a method for controlling the function of a wire-controlled steering system provided in this application;

[0042] Fig. 9 A schematic diagram of the structure of a function control device for a wire-controlled steering system provided in the present application;

[0043] Fig.10 A schematic diagram of the structure of a road feel simulator provided in this application.

[0044] The above drawings have shown clear embodiments of the present application, which will be described in more detail later. These drawings and text descriptions are not intended to limit the scope of the present application in any way, but to illustrate the concept of the present application to those skilled in the art by referring to specific embodiments. DETAILED DESCRIPTION

[0045] Exemplary embodiments will be described in detail herein, examples of which are shown in the accompanying drawings. When the following description refers to the drawings, the same numbers in different drawings represent the same or similar elements unless otherwise indicated. The implementations described in the following exemplary embodiments do not represent all implementations consistent with the present application. Instead, they are merely examples of devices and methods consistent with some aspects of the present application as detailed in the appended claims.

[0046] First, the terms involved in this application are explained:

[0047] Permanent Magnet Synchronous Motor: Permanent Magnet synchronous motor (PMSM) is a high-efficiency motor widely used in industries, automobiles, and household appliances. It is characterized by permanent magnets embedded in the rotor, which does not require external excitation to generate a magnetic field. When the stator winding of the motor is energized, a rotating magnetic field is generated. Under the action of the permanent magnet, the rotor rotates synchronously with the stator magnetic field, so it is called a synchronous motor. There is no current passing through the rotor of the permanent magnet synchronous motor, which reduces power loss and improves overall efficiency. In addition, PMSM has good dynamic response and speed regulation performance, and can maintain high-efficiency operation over a wide speed range. Its simple structure, small size, and light weight make it an ideal choice for electric vehicles, wind turbines, and high-performance industrial drive systems.

[0048] Rotor: The rotating part of a motor or generator, usually made of conductive and magnetic materials. In a motor, the rotor rotates by interacting with the magnetic field generated by the stator, thereby converting electrical energy into mechanical energy.

[0049] Stator: It is the fixed part of a motor or generator, usually composed of an iron core and winding coils. The main function of the stator is to generate a magnetic field or induce current. In a motor, the stator generates a rotating magnetic field by passing electricity, which interacts with the rotor to drive it to rotate. In a generator, the stator is the part that induces current, and when the rotor rotates, an electromotive force is generated in the stator winding. The rotor and stator together constitute the core working parts of a motor or generator, and their interaction is the key to achieving energy conversion.

[0050] H-bridge circuit: It is a circuit topology used to control the direction and speed of a DC motor. The shape of the circuit resembles the letter "H". The H-bridge circuit consists of four switching elements, usually transistors or metal-oxide-semiconductor field-effect transistors (MOSFETs), connected at both ends of the motor in a bridge manner. By controlling the on and off states of the switches, the voltage polarity at both ends of the motor can be changed, thereby achieving forward, reverse and stop of the motor. Specifically, when the two switches on the diagonal are turned on, the current flows through the motor in one direction, causing the motor to rotate; and when the switches on the other two diagonals are turned on, the current direction is opposite, and the motor rotates in the opposite direction. The H-bridge circuit can not only control the direction of rotation of the motor, but also accurately control the average voltage and current of the motor through the duty cycle of the pulse width modulation (PWM) signal, thereby achieving speed control.

[0051] The application background of this application is then explained as follows:

[0052] With the rapid development of automotive electronic technology, in order to meet the development needs of intelligent driving, the automotive steering system adopts full-wire control technology to replace the traditional steering system, eliminating the mechanical connection between the steering wheel and the wheel, breaking through the spatial layout limitations of the steering system machinery, and providing a good foundation for the design of intelligent driving cockpits. At the same time, it increases the possibility of coordination between the steering system and other chassis systems.

[0053] In traditional steering systems, due to the mechanical connection between the steering wheel and the wheel, the movement angle of the steering wheel depends on the length setting of the steering actuator motor rack, and the inherent physical limitations ensure the range of movement of the steering wheel. In a wire-controlled steering system, the steering wheel is decoupled from the wheel, and due to the lack of a mechanical connection, the steering wheel will rotate infinitely. However, the rack of the steering actuator motor has a length limit, so in some cases, the steering wheel rotation angle may exceed the angle that the steering actuator motor can achieve, resulting in an angle difference between the steering wheel rotation and the actual wheel rotation. At high speeds or in extreme cases, if the steering wheel rotation exceeds the physical limit of the steering actuator motor, the rack inside the steering actuator motor may move to its extreme position and hit the end of the steering actuator motor, causing the steering actuator motor to wear and damage, affecting driving safety.

[0054] The commonly used scheme for limiting the steering wheel rotation range is: torque curve calibration scheme. By simulating the reverse torque of the steering wheel to prevent the driver from turning, it is ensured that the steering wheel rotation matches the ability of the steering actuator motor. The curve describes the torque that the motor should apply under different steering wheel angles, vehicle speeds, road conditions, etc. The sensor obtains parameters such as the current angle of the steering wheel, rotation speed, and vehicle speed to determine the current driving state. The system searches for the corresponding torque value in the pre-defined torque curve. However, due to the large number and complexity of parameters, if the torque is improperly applied or the steering actuator motor does not respond ideally, it will cause the steering wheel to shake or rebound. The torque curve calibration scheme is complex to limit the steering wheel rotation range, which is not conducive to engineering implementation.

[0055] In summary, providing a technical solution that can effectively solve the complexity of limiting the steering wheel rotation range in a wire-controlled steering system is a technical problem that needs to be solved urgently.

[0056] Figure 1 A schematic diagram of a scenario of a method for controlling a function of a wire-controlled steering system provided in this application, such as Figure 1As shown, the specific application scenarios of the present application include a road sense simulator, a steering actuator motor, and a steering wheel. The road sense simulator communicates with the control unit of the steering actuator motor through the vehicle's communication bus, such as the Controller Area Network (CAN) bus. The control unit can send the rack position information of the steering actuator motor, that is, the angle and angular velocity of the wheel, to the road sense simulator in real time; the road sense simulator can obtain the angle and angular velocity of the steering wheel and the size of its simulated resistance. Based on the angle and angular velocity of the wheel, the angle and angular velocity of the steering wheel, and the size of its simulated resistance, the road sense simulator adopts a series of measures such as a speed reduction response strategy before the end position of the steering actuator motor, a hand force prompt, and entering or exiting the motor phase lock mode to control the vehicle accordingly, so as to ensure that the rotation of the steering wheel matches the capacity of the steering actuator motor.

[0057] The physical devices involved in the above description are exemplary in the figures and do not represent the only ones. This application does not specifically limit the specific form and type of the physical devices involved. It should be noted that the function control method of the wire-controlled steering system provided by this application can be used in the field of automotive electronic technology, and can also be used in fields other than automotive electronic technology. This application does not specifically limit its application field.

[0058] Combined with the above scenario, it can be known that in the prior art, the torque curve calibration scheme is used to simulate the application of reverse torque to the steering wheel to prevent the driver from turning the steering wheel, so as to ensure that the rotation of the steering wheel matches the ability of the steering actuator motor. There are many and complex parameters, and the limitation of the steering wheel rotation range is complex to implement, which is not conducive to engineering implementation. In the process of studying the steering-by-wire system, the inventor found that the above problem can be solved by simulating the steering wheel end through the end of the road sense simulator and simulating the end limit by the motor phase locking method, and providing a technical solution that can effectively solve the complexity of the steering wheel rotation range limitation scheme in the steering-by-wire system. Specifically, the road sense simulator adopts a series of measures such as a speed reduction response strategy before the end position of the steering actuator motor, a hand force prompt, and entering or exiting the motor phase locking mode based on the wheel angle and angular velocity, the steering wheel angle and angular velocity, and the size of the simulated resistance to control the vehicle accordingly, so as to achieve the technical effect that the rotation of the steering wheel matches the ability of the steering actuator motor. Based on this, the present application provides a method, device, vehicle and medium for controlling the function of a steering-by-wire system.

[0059] The technical solution of the present application and how the technical solution of the present application solves the above-mentioned technical problems are described in detail below with specific embodiments. The following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be repeated in some embodiments. The embodiments of the present application will be described below in conjunction with the accompanying drawings.

[0060] Figure 2 A schematic diagram of a method for controlling the function of a wire-controlled steering system provided in this application Figure 1 ,like Figure 2 As shown, the method includes:

[0061] S201. Collect steering wheel angle data of the vehicle in real time.

[0062] The automotive steer-by-wire system consists of three main parts: the steering wheel assembly, the steering execution assembly, and the main controller (Electronic Control Unit, ECU), as well as auxiliary systems such as the automatic fault prevention system and the power supply. The steering wheel assembly includes the steering wheel, the steering wheel angle sensor, the torque sensor, and the steering wheel return torque motor. The steering wheel assembly converts the driver's steering intention, that is, the steering wheel angle data, into an electrical signal and transmits it to the main controller. The steering wheel angle data includes the steering wheel rotation angle and the steering wheel rotation angular velocity, which not only reflects the driver's behavioral characteristics and reaction speed, but also provides important support for the vehicle's safety system. Through these data, the automotive steer-by-wire system can better understand and predict the driver's intention, thereby optimizing the vehicle's dynamic response and ensuring safety and stability under various driving conditions.

[0063] Specifically, the steering wheel angle sensor monitors the rotation position and angular velocity of the steering wheel in real time and converts it into an electrical signal, which is transmitted to the road sense simulator through the vehicle network. In different driving scenarios, the steering wheel angle data can be used to analyze driving behavior, such as operating characteristics when turning, changing lanes or making emergency avoidance. For example, when encountering obstacles or emergencies, the driver quickly turns the steering wheel to avoid them. The system can determine the driver's emergency avoidance intention by analyzing the steering wheel's rotation angle and angular velocity in real time, and respond in coordination with other safety systems, such as automatic emergency braking, to minimize the risk of collision.

[0064] S202. Control the rotation of the steering wheel according to the steering wheel angle and the maximum steering wheel rotation angle; wherein the maximum steering wheel rotation angle is determined according to the maximum wheel rotation angle of the vehicle and the transmission ratio parameter.

[0065] The rotation of the steering wheel is the main means for the driver to control the steering of the vehicle. In the wire control system, since the steering wheel is decoupled from the wheels, there is a lack of mechanical connection between the steering wheel and the wheels. Without inherent physical limitations, the steering wheel will rotate infinitely. In this step, by presetting the maximum rotation angle of the steering wheel, the maximum rotation angle that the vehicle wheels can reach is limited, ensuring that under any circumstances, the driver's operation will not exceed the physical steering ability of the vehicle, avoiding vehicle loss of control or mechanical damage due to oversteering. The transmission ratio parameter SteerRation plays a key role in ensuring that the maximum rotation angle of the steering wheel matches the maximum rotation angle of the wheel. This parameter defines the proportional relationship between the steering wheel rotation and the wheel rotation, ensuring that every degree of rotation of the steering wheel can be accurately reflected in the rotation of the wheel.

[0066] In a specific implementation, in the vehicle steering system, the movement of the wheel is achieved by the movement of the rack of the steering actuator motor. The vehicle core parameter wheel-rack relationship table TireMap describes the mapping relationship between the wheel angle and the position of the rack of the steering actuator motor, ensuring the response accuracy of the vehicle under different steering requirements. Another core parameter, the transmission ratio parameter SteerRation of the steering wheel angle and the wheel angle, describes the mapping relationship between the wheel angle and the steering wheel angle, that is, when the steering wheel is turned a certain angle, the corresponding angle of wheel rotation can be calculated by SteerRation.

[0067] Specifically, by querying the wheel-rack relationship table TireMap, the maximum rotation angle of the corresponding vehicle wheel when the rack of the steering actuator motor is in the end position LE is obtained. ,Right now Next, the maximum steering wheel rotation angle is determined according to the maximum wheel rotation angle of the vehicle and SteerRation. Optionally, the maximum steering wheel rotation angle is obtained by calculating the product of the maximum wheel rotation angle of the vehicle and the transmission ratio parameter. ,Right now .

[0068] In this step, after calculating the maximum steering wheel turning angle according to the vehicle's maximum wheel turning angle and transmission ratio parameters, the road feel simulator controls the steering wheel turning according to the maximum steering wheel turning angle and the current steering wheel turning angle to prevent the steering wheel from rotating beyond the above-mentioned maximum steering wheel turning angle. This not only improves the vehicle's control precision and safety, but also ensures the accurate response of the steering wheel under different steering requirements, thereby improving the stability and reliability of the driving experience.

[0069] Figure 3 A schematic diagram of a specific implementation method of a wire control system function control method provided in this application Figure 1 , Figure 4A schematic diagram of a specific implementation method of a wire control system function control method provided in this application Figure 2 On the basis of the above embodiment, controlling the rotation of the steering wheel according to the steering wheel angle and the maximum steering wheel rotation angle can be specifically implemented as follows:

[0070] In the first case, if the angle difference between the turning angle and the maximum turning angle of the steering wheel is less than a first preset value, resistance is applied in the direction of steering wheel rotation, and the magnitude of the resistance is proportional to the magnitude of the turning angle.

[0071] The first preset value is used to determine when the road feel simulator starts to apply resistance to the steering wheel. The setting of this preset value is based on many considerations. On the one hand, the first preset value needs to ensure that the driver does not suddenly lose control of the vehicle when the steering wheel approaches the maximum turning angle. On the other hand, in order to provide a smooth and natural driving experience, the setting of the first preset value needs to be based on providing moderate feedback without affecting normal driving operations. If the first preset value is too small, resistance may be applied too early, affecting driving comfort; if the first preset value is too large, sufficient feedback may not be provided in time. In addition, the setting of the first preset value also needs to consider vehicle characteristics. The steering system design and dynamic characteristics of different vehicles are different, so the first preset value needs to be adjusted according to the characteristics of the specific vehicle. For example, a smaller first preset value is suitable for sports vehicles to provide more sensitive steering feedback, and a larger first preset value is suitable for family cars to maintain comfort.

[0072] Therefore, the setting of the first preset value needs to comprehensively consider factors such as safe driving, driving experience, and vehicle characteristics, so as to provide appropriate resistance feedback when approaching the maximum steering wheel turning angle, gradually reminding the driver to pay attention to the steering limit, ensuring driving safety without affecting normal driving operations.

[0073] Optionally, the value range of the first preset value can be set to , the specific value can be 30, 50, 60, 70, 90, etc., that is, when the current steering wheel angle reaches , , , or , the road feel simulator begins to apply resistance to the direction of steering wheel rotation.

[0074] In a specific implementation, Figure 3 As shown, the road sense simulator collects the current steering wheel angle in real time. If its current rotation angle Maximum turning angle of the steering wheel The angle difference between them is less than 60 degrees (that is, the first preset value is 60), that is When the current steering wheel rotation angular velocity is determined Angle of rotation of the steering wheel Is the product of greater than zero? , which means that the driver is continuously turning the steering wheel in one direction. The road feel simulator applies resistance to the direction of the steering wheel rotation, that is, gradually applies hand force to prompt , to simulate greater steering resistance or to remind the driver that the steering wheel is approaching the steering limit. It should be noted that the first preset value of 60 degrees here is only used for illustration and is not specifically limited in this application. In specific implementation, the first preset value needs to be appropriately adjusted according to actual conditions. Figure 4 As shown, the resistance applied by the road sense simulator to the direction of steering wheel rotation is proportional to the current rotation angle of the steering wheel, that is, the greater the current rotation angle of the steering wheel, the greater the resistance applied by the road sense simulator to the direction of steering wheel rotation, until the steering wheel rotation angle reaches its maximum rotation angle The road simulator applies resistance to the direction of the steering wheel rotation to reach the preset maximum resistance. .

[0075] In the above method, by controlling the steering wheel rotation according to the steering wheel angle and the maximum steering wheel rotation angle, and applying resistance in the steering wheel rotation direction, the driver can gradually feel the increase of steering resistance, prompting him to pay attention to the steering limit, thereby providing timely resistance feedback to the driver's steering operation, avoiding vehicle loss of control caused by oversteering, and thus improving driving safety and experience. At the same time, the setting of the first preset value comprehensively considers safe driving, driving experience and vehicle characteristics, ensuring that while providing sufficient feedback, it does not affect normal driving operations, and ultimately achieves a balance between safety and comfort.

[0076] In a specific implementation, in order to control the amount of rebound of the steering wheel after the hands are released, if the steering wheel steering center position is detected, the resistance applied to the steering wheel steering is reduced to zero, reducing the resistance when the steering wheel returns to the center position and avoiding excessive rebound.

[0077] When the angle difference between the steering wheel's turning angle and the steering wheel's maximum turning angle is less than a first preset value, the road feel simulator applies resistance to the steering wheel's turning direction to provide appropriate feedback. At this time, if the driver's hands are slightly loose, the steering wheel will rebound to a certain extent, and excessive rebound will cause the vehicle's direction to be unstable, especially in high-speed driving or emergency situations, which increases the driver's burden and causes the vehicle to deviate from the expected driving trajectory. Therefore, in order to control the amount of rebound of the steering wheel after the hands are loosened, the resistance applied by the road feel simulator to the steering of the steering wheel is reduced to zero, which can not only effectively ensure that the steering wheel returns to the center position smoothly and provide a more natural driving experience, but also reduce the mechanical wear of the steering system and extend its service life.

[0078] In the second case, if the turning angle reaches the maximum turning angle of the steering wheel, the steering wheel rotation is locked by applying a preset maximum resistance to the steering wheel turning direction.

[0079] Since the maximum steering wheel rotation angle is the steering wheel rotation angle when the rack of the steering actuator motor is at the end position LE, and the movement of the wheel is achieved by the movement of the rack of the steering actuator motor, that is, when the steering wheel rotation angle reaches the maximum steering wheel rotation angle, the wheel has been rotated to its physical limit. Therefore, it is necessary to apply a preset maximum resistance to the steering wheel rotation direction to lock the steering wheel rotation and further limit the rotation of the wheel.

[0080] Specifically, the road sense simulator collects the current steering wheel angle in real time. When the steering wheel rotation angle reaches the maximum rotation angle, that is, When the steering wheel is locked, the road simulator enters the motor phase lock mode.

[0081] In normal working state, the permanent magnet synchronous motor continuously changes the current phase in the stator winding, and the rotor keeps running under the action of the rotating magnetic field. In the motor phase lock mode, the stator winding is passed with a specific current. , to generate a fixed magnetic field, under the action of the fixed magnetic field, the rotor tends to align or remain in a position consistent with the magnetic field, thereby achieving a preset maximum resistance to the direction of steering wheel rotation , locking the steering wheel. When the steering wheel reaches its maximum rotation angle, the road feel simulator can effectively lock the steering wheel through phase locking to prevent the wheel from exceeding its physical limit, ensuring the stability and reliability of the system when providing maximum resistance. It not only protects the mechanical components of the steering system from damage, but also improves the safety of the vehicle and prevents loss of control due to oversteering.

[0082] Figure 5 A schematic diagram of a specific implementation method of a wire control system function control method provided in this application Figure 3 ,Specifically, the road feel simulator uses an H-bridge circuit to control the permanent magnet synchronous motor to ,achieve phase locking, such as Figure 5 As shown, the H-bridge circuit is set to a fixed switching mode, and a specific current flows into the three-phase circuit. , so that the motor remains in any phase of A / B / C. The preset locking phase is phase A, then the upper tube D1 of phase A is closed, the lower tube D5 of phase B is closed, and the lower tube D6 of phase C is closed, and current is passed , the locking phase is A phase open, and the balanced phases B phase and C phase are grounded. By applying the maximum resistance to the direction of steering wheel rotation , lock the steering wheel's rotation angle at the maximum steering wheel rotation angle .

[0083] Figure 6 A schematic diagram of a specific implementation method of a wire control system function control method provided in this application Figure 4 , in another specific implementation, such as Figure 6 As shown, the road feel simulator collects the resistance applied to the steering wheel in real time. ,when When the steering wheel rotation angle is less than its maximum rotation angle, the road sense simulator exits the motor phase lock mode. Ensures that the motor lock mode works properly.

[0084] Figure 7 A schematic diagram of a specific implementation method of a wire control system function control method provided in this application Figure 5 In a specific embodiment, a method for controlling a steer-by-wire system function provided by the present application further includes: if it is detected that the difference between the current tire turning angle of the vehicle and the maximum tire turning angle is less than a second preset value, controlling the vehicle's tire response steering speed to decrease; wherein the tire response steering speed is inversely proportional to the current tire turning angle of the vehicle.

[0085] The determination of the second preset value requires providing sufficient buffer when the current tire angle of the vehicle approaches its maximum turning angle to prevent oversteering or sudden steering changes and avoid possible risk of loss of control. By setting an appropriate second preset value, the road feel simulator can adopt a speed reduction response strategy before the steering execution motor end position when the tire angle approaches the limit, gradually reducing the tire's response steering speed, making the vehicle's steering more controllable and smooth. Therefore, the setting of the second preset value needs to comprehensively consider the vehicle's dynamic characteristics, the driver's operating habits and safety requirements, and strive to be set to a value that can effectively reduce the steering speed when approaching the maximum tire turning angle, thereby achieving optimal vehicle handling and safety performance.

[0086] Optionally, the value range of the second preset value can be set to , the specific value can be 5, 10, 20, 25, 30, etc., that is, the current tire rotation angle reaches , , , or When the vehicle's tires are controlled by the road feel simulator, the steering speed begins to decrease.

[0087] Specifically, Figure 7 As shown, the road sense simulator obtains the position information of the rack of the steering actuator motor in real time through the vehicle's communication bus, that is, based on the rotation angle of the wheel obtained in real time ,when Reaching the deceleration point hour, (That is, the second preset value is 10), that is, the current tire angle of the vehicle is close to the maximum rotation angle of the wheel The road feel simulator adopts a speed reduction response strategy before the steering execution motor reaches the terminal position, and controls the vehicle's tire response steering speed to reduce the impact of the rack on the end of the steering gear when the rack quickly reaches the end. It should be noted that the second preset value of 10 degrees here is only used for example, and this application does not make specific limitations. In the specific implementation, the second preset value needs to be adjusted appropriately according to actual conditions. The tire response steering speed is inversely proportional to the vehicle's current tire turning angle, that is, the larger the vehicle's current tire turning angle, the smaller the tire response steering speed, until the vehicle's current tire turning angle reaches its maximum turning angle. , the tire responds to the steering speed and reduces to 0, and the vehicle stops smoothly.

[0088] In the above method, by setting the second preset value, when the current tire turning angle of the vehicle is close to its maximum turning angle, the system can effectively control the reduction of the tire response steering speed. The method provides sufficient buffer to prevent oversteering or sudden steering changes, thereby avoiding possible risk of loss of control.

[0089] The embodiment of the present application provides a method for controlling the function of a steer-by-wire system. In this scheme, a road feel simulator applies resistance to the direction of steering wheel rotation based on real-time acquisition of the steering wheel rotation angle and the setting of the maximum steering wheel rotation angle, controls the steering wheel rotation, and prompts the driver that the steering wheel is close to the steering limit. At the same time, the phase locking of the road feel simulator motor is achieved through an H-bridge control circuit to ensure that the steering wheel is locked when the maximum rotation angle is reached to prevent excessive rotation. When the tires of the vehicle are close to the maximum rotation angle, the system reduces the tire response steering speed to reduce the impact of the rack on the end of the steering gear. Through the above method, precise control of the steering wheel rotation is achieved so that it rotates within a reasonable range, which simplifies the steering wheel rotation range limitation scheme in the steer-by-wire system and is suitable for the development and application of modern intelligent driving systems.

[0090] Figure 8 The overall flow diagram of a method for controlling the function of a wire-controlled steering system provided in this application is as follows: Figure 8 As shown, the function control method of the wire control steering system mainly includes:

[0091] S801. Collect the core parameters of the current vehicle, and calculate the maximum rotation angle of the steering wheel and the maximum rotation angle of the wheel corresponding to the rack end position of the vehicle steering execution motor.

[0092] S802, collecting the current wheel rotation angle in real time. When the rotation angle is close to the maximum wheel rotation angle, the road feel simulator adopts a speed reduction response strategy before the steering execution motor end position to control the vehicle's tire response steering speed reduction.

[0093] S803, collecting the current steering wheel rotation angle in real time, and when the rotation angle reaches the maximum steering wheel rotation angle, entering the motor phase lock mode.

[0094] S804: Collect the resistance applied to the steering wheel in real time, and when the steering wheel rotation angle is less than the set rotation angle, exit the motor phase lock mode.

[0095] Specifically, in response to user operations, the core parameters of the current vehicle are collected, and the maximum rotation angle of the steering wheel corresponding to the rack end position LE of the vehicle steering actuator motor is calculated. and the maximum rotation angle of the wheel The road sense simulator collects the current wheel rotation angle in real time. ,when near When the steering wheel is turned on, the road simulator adopts a speed reduction response strategy before the end position of the steering execution motor, controls the vehicle's tire response steering speed reduction, and prevents the rack from impacting the end of the steering execution motor. The road simulator collects the current steering wheel rotation angle in real time ,when The road sense simulator enters the motor phase lock mode and locks the steering wheel's rotation angle at its maximum rotation angle position. The road sense simulator collects the resistance applied to the steering wheel in real time. ,when When the steering wheel rotation angle is less than the set rotation angle, the road feel simulator exits the motor phase lock mode.

[0096] The method for controlling the function of the steer-by-wire system of the embodiment of the present application collects and analyzes the core parameters of the vehicle in real time through a road sense simulator. Based on the wheel rotation angle, the steering wheel rotation angle and the resistance applied to the steering wheel, the road sense simulator accordingly adopts a steering execution motor terminal front speed reduction response strategy, applies resistance to the steering wheel rotation direction and a motor phase lock mode. Through the above method, not only the safety and reliability of the vehicle steering system are improved, but also the driver's road sense experience is enhanced, and a smoother and more controllable steering operation is provided. By precisely controlling the steering wheel to rotate within a reasonable range, the steering wheel rotation range in the steer-by-wire system is simplified, mechanical wear and energy loss are effectively reduced, and the efficiency and response speed of the overall system are improved.

[0097] Fig. 9 A schematic diagram of a functional control device for a wire-controlled steering system provided in this application is shown in FIG. Fig. 9As shown, the wire control system function control device 90 provided in this embodiment includes:

[0098] The first processing module 901 is used to collect the steering wheel angle data of the vehicle in real time;

[0099] The second processing module 902 is used to control the rotation of the steering wheel according to the steering wheel angle and the maximum rotation angle of the steering wheel; wherein the maximum rotation angle of the steering wheel is determined according to the maximum rotation angle of the vehicle wheels and the transmission ratio parameter.

[0100] In a possible implementation, the second processing module 902 is specifically configured to:

[0101] If the angle difference between the turning angle and the maximum turning angle of the steering wheel is less than a first preset value, a resistance is applied in the direction of the steering wheel turning, and the magnitude of the resistance is proportional to the magnitude of the turning angle.

[0102] In another possible implementation, the steer-by-wire system function control device 90 further includes:

[0103] The third processing module 903 is used to lock the rotation of the steering wheel if the turning angle reaches the maximum turning angle of the steering wheel;

[0104] The fourth processing module 904 is used to reduce the resistance applied to the steering wheel to zero if the steering center position of the steering wheel is detected;

[0105] The fifth processing module 905 is used to calculate the product of the maximum rotation angle of the vehicle wheel and the transmission ratio parameter to obtain the maximum rotation angle of the steering wheel.

[0106] The sixth processing module 906 is used to control the vehicle's tire response steering speed to decrease when it is detected that the difference between the vehicle's current tire steering angle and the tire's maximum steering angle is less than a second preset value; wherein the tire response steering speed is inversely proportional to the vehicle's current tire steering angle.

[0107] In a possible implementation, the third processing module 903 is specifically configured to:

[0108] Locks the steering wheel by applying a preset maximum resistance to the direction of the steering wheel rotation

[0109] The function control device of the wire-controlled steering system provided in this embodiment can execute the method provided in the above method embodiment. Its implementation principle and technical effect are similar, and this embodiment will not be described in detail here.

[0110] Fig.10 This is a schematic diagram of the structure of a road feel simulator provided in this application. Fig.10As shown, the road sense simulator 100 provided in this embodiment includes: at least one processor 1001 and a memory 1002. Optionally, the road sense simulator 100 also includes a communication component 1003. The processor 1001, the memory 1002 and the communication component 1003 are connected via a bus 1004.

[0111] In a specific implementation process, at least one processor 1001 executes the computer-executable instructions stored in the memory 1002, so that at least one processor 1001 executes the above method.

[0112] The specific implementation process of the processor 1001 can be found in the above method embodiment, and its implementation principle and technical effect are similar, so this embodiment will not be repeated here.

[0113] In the above embodiments, it should be understood that the processor may be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), etc. The general-purpose processor may be a microprocessor or the processor may be any conventional processor, etc. The steps of the method disclosed in the invention may be directly embodied as being executed by a hardware processor, or may be executed by a combination of hardware and software modules in the processor.

[0114] The memory may include high-speed memory (Random Access Memory, RAM), and may also include non-volatile memory (NVM), such as at least one disk storage.

[0115] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. The bus can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, the bus in the drawings of this application is not limited to only one bus or one type of bus.

[0116] The present application also provides a vehicle, including a main structure of the vehicle and the aforementioned road feel simulator, and the vehicle implements the aforementioned method when executed by a processor.

[0117] The present application also provides a computer-readable storage medium, in which computer-executable instructions are stored. When a processor executes the computer-executable instructions, the above method is implemented.

[0118] The above-mentioned readable storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk or optical disk. The readable storage medium can be any available medium that can be accessed by a general or special-purpose computer.

[0119] An exemplary readable storage medium is coupled to a processor so that the processor can read information from the readable storage medium and write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can be located in an application specific integrated circuit (ASIC). Of course, the processor and the readable storage medium can also exist in the device as discrete components.

[0120] The division of units is only a logical function division, and there may be other divisions in actual implementation, such as multiple units or components can be combined or integrated into another system, 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 an indirect coupling or communication connection through some interface, device or unit, which can be electrical, mechanical or other forms.

[0121] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0122] In addition, each functional unit in each embodiment of the present invention may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.

[0123] If the function is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, or the part of the technical solution, can be embodied in the form of a software product. The computer software product is stored in a storage medium, including several instructions for a computer device (which can be a personal computer, server, or network device, etc.) to perform all or part of the steps of the methods of various embodiments of the present invention. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory ROM, random access memory (Random Access Memory, RAM), disk or optical disk, etc., which can store program codes.

[0124] Those skilled in the art can understand that all or part of the steps of implementing the above-mentioned method embodiments can be completed by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When the program is executed, the steps of the above-mentioned method embodiments are executed; and the aforementioned storage medium includes: ROM, RAM, disk or optical disk and other media that can store program codes.

[0125] Finally, it should be noted that those skilled in the art will readily conceive of other embodiments of the present invention after considering the specification and practicing the invention disclosed herein. The present invention is intended to cover any variations, uses or adaptations of the present invention, which follow the general principles of the present invention and include common knowledge or customary technical means in the art not disclosed by the present invention, are not limited to the precise structure described above and shown in the drawings, and may be modified and changed in various ways without departing from the scope thereof. The scope of the present invention is limited only by the appended claims.

Claims

1. A method for controlling the function of a steer-by-wire system, characterized in that: A road feel simulator applied to a vehicle, the method comprising: Collect the steering wheel angle data of the vehicle in real time; The rotation of the steering wheel is controlled according to the steering wheel angle and the maximum steering wheel rotation angle; wherein the maximum steering wheel rotation angle is determined according to the maximum wheel rotation angle of the vehicle and the transmission ratio parameter.

2. The method according to claim 1, characterized in that The controlling the rotation of the steering wheel according to the steering wheel angle and the maximum steering wheel rotation angle includes: If the angle difference between the turning angle and the maximum turning angle of the steering wheel is less than a first preset value, a resistance is applied to the turning direction of the steering wheel, and the magnitude of the resistance is proportional to the magnitude of the turning angle.

3. The method according to claim 2, characterized in that The method further comprises: If the rotation angle reaches the maximum rotation angle of the steering wheel, the rotation of the steering wheel is locked.

4. The method according to claim 3, characterized in that The locking of the rotation of the steering wheel comprises: The rotation of the steering wheel is locked by applying a preset maximum resistance to the rotation direction of the steering wheel.

5. The method according to any one of claims 2 to 4, characterized in that: The method further comprises: If the steering wheel steering center position is detected, the resistance applied to the steering wheel steering is reduced to zero.

6. The method according to any one of claims 1 to 4, characterized in that: The method further comprises: The product of the maximum wheel rotation angle of the vehicle and the transmission ratio parameter is calculated to obtain the maximum steering wheel rotation angle.

7. The method according to any one of claims 1 to 4, characterized in that: The method further comprises: When it is detected that the difference between the current tire turning angle of the vehicle and the maximum tire turning angle is less than a second preset value, controlling the tire response steering speed of the vehicle to decrease; The tire response steering speed is inversely proportional to the current tire turning angle of the vehicle.

8. A function control device for a wire-controlled steering system, characterized in that: Road feel simulator for vehicles, including: A first processing module is used to collect the steering wheel angle data of the vehicle in real time; The second processing module is used to control the rotation of the steering wheel according to the steering wheel angle and the maximum steering wheel rotation angle; wherein the maximum steering wheel rotation angle is determined according to the maximum wheel rotation angle of the vehicle and the transmission ratio parameter.

9. A road feeling simulator, characterized in that: include: Memory, processor; The memory stores computer-executable instructions; The processor executes the computer-executable instructions stored in the memory, so that the processor performs the method according to any one of claims 1 to 7.

10. A vehicle, characterized in that: include: The main structure of the vehicle and the road feel simulator as claimed in claim 9.

11. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores computer-executable instructions, which are used to implement the method according to any one of claims 1 to 7 when executed by a processor.

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