Steering system, control method, vehicle and controller

Abstract

The embodiment of the invention provides a steering system, a control method, a vehicle and a controller. The steering system comprises a steering mechanism, a first transmission part, a first moving part, a sliding part, a moving assembly and a limiting part. The steering mechanism is connected with the first moving part through the first transmission part, the first transmission part is used for transmitting the rotary motion of the steering mechanism to the first moving part, and the first moving part is used for converting the rotary motion of the first transmission part into linear motion; the first moving part is connected with the sliding part, and the sliding part is in sliding connection with the moving assembly; the sliding part is used for moving along with the first moving part; the limiting component is connected with the moving assembly, and the limiting component is used for limiting the sliding component to move on the moving assembly so that the steering mechanism can rotate within the target rotation range. The steering mechanism can be changed into a rotating range from unlimited rotation, and driving safety is facilitated.

Description

Steering system, control method, vehicle and controller Technical Field

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

[0002] The Steering-By-Wire (SWB) system is a system that controls the steering of a vehicle through electrical signals, eliminating the mechanical connection between the steering wheel and the steering wheel.

[0003] Since the mechanical connection device is eliminated, the steering wheel rotation angle of the wire control steering is no longer limited. It is necessary to provide an additional method to limit the steering wheel steering angle to limit the steering wheel rotation angle range.

[0004] Therefore, it is necessary to improve the existing wire-controlled steering system so that it can provide a limit for the steering angle of the steering wheel.

[0005] Summary of the Invention

[0006] Embodiments of the present application provide a steering system, a control method, a vehicle, and a controller, which can limit the steering angle of the steering wheel and make the steering ratio variable.

[0007] To achieve the above objectives, the embodiments of the present application adopt the following technical solutions:

[0008] In a first aspect of an embodiment of the present application, a steering system is provided, comprising a steering mechanism, a first transmission component, a first moving component, a sliding component, a moving assembly, and a limiting component. The steering mechanism is connected to the first moving component via the first transmission component, the first transmission component being configured to transmit the rotational motion of the steering mechanism to the first moving component, and the first moving component being configured to convert the rotational motion of the first transmission component into linear motion. The first moving component is connected to the sliding component, which is slidably connected to the moving assembly. The sliding component is configured to move with the first moving component. The limiting component is connected to the moving assembly, and the limiting component is configured to limit the movement of the sliding component on the moving assembly so that the steering mechanism rotates within a target rotation range. Thus, the sliding component in the steer-by-wire system is transmission-connected to the steering mechanism via the first moving component and the first transmission component, enabling the sliding component to slide on the moving assembly. Thus, the limiting component can limit the sliding of the sliding component on the moving assembly, thereby limiting the rotation of the steering mechanism so that the steering mechanism rotates within a target rotation range, wherein the target rotation range is calculated based on driving parameters of a vehicle in which the steer-by-wire system is located. The limiting device can be used to limit the steering of the steering mechanism, which can change the steering mechanism from unlimited rotation to having a rotation range, so that the steering mechanism no longer rotates unlimitedly, but rotates within a target rotation range corresponding to the rotation range of the wheel, so that the rotation range of the steering mechanism and the rotation range of the wheel are consistent, and then when the wheel rotates to the extreme position, the steering mechanism also rotates to the extreme position, which is beneficial to the driver's operational control of the vehicle steering and is beneficial to driving safety.

[0009] Furthermore, the limiting component is configured to move with the motion assembly to adjust the range of motion of the sliding component. This allows the sliding component's range of motion to be adjustable, allowing the steering mechanism's rotation range to be dynamically adjusted in real time based on the vehicle's driving parameters to ensure stable driving.

[0010] In addition, the steering mechanism, the first moving part, and the moving assembly are arranged in parallel, which can fully utilize the radial space of the steering mechanism and reduce the space occupied by the steer-by-wire system along the steering mechanism axis, thereby reducing the overall size of the steer-by-wire system and facilitating vehicle layout.

[0011] In an optional implementation, the first transmission component includes: a first gear mounted on the steering mechanism, and a second gear mounted on the first moving component, the first gear and the second gear being meshed with each other. Thus, the first gear and the second gear can cause the steering mechanism and the first moving component to move synchronously.

[0012] In an optional implementation, the first moving component includes a first screw threadedly connected to the second gear, so that the first screw can convert the rotational motion of the steering mechanism into linear motion, driving the sliding component and the steering mechanism to move synchronously.

[0013] In an optional implementation, the first moving component includes a nut and a first screw, wherein the nut is sleeved on the first screw, and the second gear is sleeved on the nut. Thus, the first screw can convert the rotational motion of the steering mechanism into linear motion, driving the sliding component and the steering mechanism to move synchronously.

[0014] In one optional implementation, the nut is a ball nut or a planetary nut. Thus, the ball nut is provided with balls in the spiral groove where it contacts the first lead screw, thereby reducing wear between the ball nut and the first lead screw and extending the service life of the first moving component. Threaded rollers are provided between the planetary nut and the first lead screw, thereby reducing wear between the planetary nut and the first lead screw and extending the service life of the first moving component.

[0015] In an optional implementation, the limiting component includes: a first limiting component and a second limiting component; the motion assembly includes: a second motion assembly and a third motion assembly; the first limiting component is disposed on the second motion assembly, the second limiting component is disposed on the third motion assembly, the first limiting component is configured to move with the second motion assembly, and the second limiting component is configured to move with the third motion assembly. Thus, the limiting component moves with the motion assembly, making the range of motion of the sliding component adjustable, and further, the second and third motion components can be dynamically driven to move in real time according to the driving parameters of the vehicle's working conditions, driving the first limiting component and the second limiting component to move accordingly, thereby changing the range of motion of the sliding component, causing the steering mechanism's rotation range to change accordingly, thereby ensuring stable driving of the vehicle.

[0016] In an optional implementation, the wire-controlled steering mechanism further includes: a motor, a second transmission component, and a third transmission component; the output end of the motor is connected to the third moving component via the second transmission component, the second transmission component is used to transmit the rotational motion generated by the output end of the motor to the third moving component, and the third moving component is used to convert the rotational motion into linear motion; the third transmission component is connected to the second transmission component, and the third transmission component is connected to the second moving component, the second transmission component is also used to transmit the rotational motion generated by the output end of the motor to the third transmission component, the third transmission component is also used to transmit the rotational motion to the second moving component, and the second moving component is used to convert the rotational motion into linear motion. Thus, the second moving component and the third moving component can be driven to move by the motor. Under the action of the second transmission component and the third transmission component, the second moving component and the third moving component simultaneously move relative to each other, so that the first limiting component and the second limiting component synchronously approach and move away from each other, so that the sliding range of the sliding component is variable and changes symmetrically.

[0017] In an optional implementation, the first and second limiting components are symmetrically arranged about the center of the sliding area of ​​the sliding component on the motion assembly. As a result, the first and second limiting components can move toward and away from each other synchronously and symmetrically, making the sliding range of the sliding component variable and symmetrical.

[0018] In an optional implementation, the second transmission component includes: a third gear mounted on the output end of the motor, and a fourth gear mounted on the third moving component, wherein the third gear and the fourth gear are engaged with each other, thereby enabling the motor to drive the third moving component to rotate synchronously.

[0019] In an optional implementation, the third moving component includes a second screw threadedly connected to the third gear, so that the third moving component can convert rotational motion into linear motion, thereby driving the first limiting component to move linearly.

[0020] In an optional implementation, the third transmission component includes a fifth gear, the fifth gear is sleeved on the second moving component, and the fifth gear is meshed with the fourth gear, thereby enabling the second moving component and the third moving component to rotate synchronously under the drive of the motor.

[0021] In an optional implementation, the second moving component includes a third screw, which is threadedly connected to the fifth gear. Thus, the third moving component can convert rotational motion into linear motion, driving the second limiting component to move linearly.

[0022] The present application does not limit the relative positional relationship among the first moving component, the second moving component and the third moving component. In an optional implementation, the first moving component is located on a side of the second moving component away from the third moving component.

[0023] Alternatively, the first moving component is located between the second moving component and the third moving component.

[0024] Alternatively, the first moving component is located on a side of the third moving component away from the second moving component. Thus, the positions of the first moving component, the second moving component and the third moving component are adjustable, and the layout is more flexible.

[0025] In an optional implementation, a buffer structure is provided on a side of the limiting component close to the sliding component, thereby better protecting the limiting component and the sliding component.

[0026] The second aspect of the embodiment of the present application provides a control method, which is applied to the wire-controlled steering system as described above, and the steering control method includes: determining the correspondence between the target rotation range of the steering mechanism and the motion range of the sliding component on the moving component; controlling the sliding component to move within the target motion range on the moving component to realize the rotation of the steering mechanism within the target rotation range. Thus, the limiting device can be used to limit the steering of the steering mechanism, so that the steering mechanism can change from unlimited rotation to having a rotation range. The steering mechanism no longer rotates unlimitedly, but rotates within the target rotation range corresponding to the rotation range of the wheel, so that the rotation range of the steering mechanism and the rotation range of the wheel are consistent, and then when the wheel rotates to the extreme position, the steering mechanism also rotates to the extreme position, which is beneficial to the driver's operational control of the vehicle steering and is beneficial to driving safety.

[0027] In one optional implementation, determining the correspondence between the target rotation range of the steering mechanism and the range of motion of the sliding component on the motion assembly includes: obtaining current vehicle driving parameters; and determining the correspondence between the rotation range of the steering mechanism and the range of motion of the sliding component on the motion assembly based on the vehicle driving parameters. This allows the steering mechanism's rotation range to be dynamically adjusted in real time based on the vehicle's driving parameters, determining an appropriate steering ratio, and ensuring stable vehicle driving.

[0028] A third aspect of the embodiments of the present application provides a vehicle comprising the steering system described above. Thus, the vehicle employing the steering system can limit the sliding of the sliding component on the moving assembly via a limiting component, thereby limiting the rotation of the steering mechanism so that the steering mechanism rotates within a target rotation range. Furthermore, the range of motion of the sliding component is adjustable, allowing the steering mechanism's rotation range to be dynamically adjusted in real time based on the driving parameters of the vehicle's operating conditions to ensure stable driving of the vehicle. The steer-by-wire system occupies a small space, facilitating overall vehicle layout.

[0029] According to a fourth aspect of the embodiments of the present application, a controller is provided, which is configured to execute the steering control method described above, thereby improving the safety performance of the vehicle.

[0030] According to a fifth aspect of an embodiment of the present application, a computer-readable storage medium is provided, in which a computer program or instruction is stored. When the computer program or instruction is executed by a processing device, the method of the fourth aspect is implemented.

[0031] According to a sixth aspect of an embodiment of the present application, a computer program product is provided, comprising a computer program or instructions, which, when executed by a processing device, implements the method of the fourth aspect.

[0032] In a seventh aspect of the embodiments of the present application, a chip system is provided, comprising a processing circuit and a storage medium, wherein the storage medium stores computer program instructions; when the computer program instructions are executed by the processor, the method according to any possible implementation of the first aspect is implemented. The chip system may be composed of a chip or may include a chip and other discrete components. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] FIG1 is a schematic structural diagram of a vehicle provided in an embodiment of the present application;

[0034] FIG2 is a block diagram of a vehicle provided in an embodiment of the present application;

[0035] FIG3 a is a schematic structural diagram of a steer-by-wire system;

[0036] FIG3 b is a schematic structural diagram of a steer-by-wire system provided in an embodiment of the present application;

[0037] FIG3 c is a schematic structural diagram of another steer-by-wire system provided in an embodiment of the present application;

[0038] FIG3 d is a schematic structural diagram of another steer-by-wire system provided in an embodiment of the present application;

[0039] FIG4 is a schematic structural diagram of another steer-by-wire system provided in an embodiment of the present application;

[0040] FIG5 is a diagram showing a state of use of a steer-by-wire system according to an embodiment of the present application;

[0041] FIG6 is a schematic structural diagram of another steer-by-wire system provided in an embodiment of the present application;

[0042] FIG7 is a schematic structural diagram of another steer-by-wire system provided in an embodiment of the present application;

[0043] FIG8 is a flow chart of a steering control method provided in an embodiment of the present application;

[0044] FIG9 is a flow chart of another steer-by-wire method provided in an embodiment of the present application. DETAILED DESCRIPTION

[0045] In order to make the purpose, technical solutions and advantages of this application clearer, this application will be further described in detail below with reference to the accompanying drawings.

[0046] Hereinafter, the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of the technical features being referred to. Thus, a feature identified with "first," "second," etc., may explicitly or implicitly include one or more of the features. In the description of this application, unless otherwise specified, "plurality" means two or more.

[0047] In addition, in this application, directional terms such as "upper" and "lower" are defined relative to the orientation of the components in the drawings. It should be understood that these directional terms are relative concepts. They are used for relative description and clarification, and they can change accordingly according to changes in the orientation of the components in the drawings.

[0048] The present application provides a steer-by-wire system that can be applied to smart cars, new energy vehicles, or self-driving cars, all of which can be collectively referred to as vehicles. Figure 1 is a schematic diagram of the structure of a vehicle provided in the present application. The following description uses the vehicle shown in Figure 1 as an example.

[0049] As shown in FIG1 , a vehicle 10 includes wheels 101 . When the wheels 101 turn, the direction of movement of the vehicle 10 can be changed.

[0050] FIG2 is a block diagram of a vehicle according to an embodiment of the present invention. As shown in FIG2 , the vehicle 10 further includes a steering wheel 1021 and a steer-by-wire system 100 . The steering wheel 1021 is connected to the steer-by-wire system 100 , which is in turn connected to the wheels 101 .

[0051] Among them, the steer-by-wire system 100 is a system that controls the steering of the vehicle through electrical signals, eliminating the mechanical connection device between the steering wheel 1021 and the wheel 101, so that the rotation between the steering wheel 1021 and the wheel 101 is independent.

[0052] In some embodiments of the present application, the steer-by-wire system 100 can control the rotation range of the steering wheel 1021 so that the steering of the steering wheel 1021 and the steering of the wheel 101 remain consistent.

[0053] Figure 3a is a schematic diagram of the structure of a steer-by-wire system. Figure 3b is a schematic diagram of the structure of a steer-by-wire system provided in an embodiment of the present application. As shown in Figures 3a and 3b, the steer-by-wire system 100 includes a steering column 1022 and a limit device.

[0054] The steering column 1022 is used to connect with the steering wheel 1021. The steering wheel 1021 is, for example, disposed at the end of the steering column 1022, and the steering column 1022 can rotate synchronously with the steering wheel 1021.

[0055] For example, when the steering wheel 1021 rotates, the steering column 1022 can be driven to rotate synchronously, and when the steering column 1022 rotates, the steering wheel 1021 can also be driven to rotate synchronously. The rotation angle of the steering column 1022 is the same as the rotation angle of the steering wheel 1021, and the rotation range of the steering column 1022 is the same as the rotation range of the steering wheel 1021.

[0056] In some embodiments of the present application, the steer-by-wire system 100 further includes a steering drive motor and a steering controller (not shown).

[0057] Among them, the steering controller of the wire-controlled steering system 100 can be a controller in the wire-controlled steering system 100, used to control the steering of the vehicle, or it can be a vehicle controller of the vehicle where the wire-controlled steering system 100 is located. This embodiment of the present application does not limit this.

[0058] The steering drive motor is used to be connected to the wheels 101 of the vehicle, and the wheels 101 can be the left front wheel and the right front wheel of the vehicle.

[0059] In some embodiments of the present application, a sensor may be installed on the steering column 1022 , which may acquire the driver's operation of the steering wheel 1021 and send the collected data to the steering controller of the steer-by-wire system 100 .

[0060] In some embodiments, the sensor includes at least one of a rotation angle sensor, a torque sensor, and a vehicle speed sensor.

[0061] The driver's operation on the steering wheel 1021 may be turning the steering wheel, and the data acquired by the sensor may include information such as the angle of the steering column 1022 , the torque of the steering column 1022 , and the vehicle speed.

[0062] The steering controller of the steer-by-wire system 100 can obtain the angle of the steering column 1022 through the angle sensor, wherein the angle and torque of the steering column 1022 can be used as the angle and torque of the steering wheel 1021.

[0063] The steering controller of the steer-by-wire system 100 can also calculate the appropriate steering angle of the wheel 101 based on the steering angle, torque, vehicle speed and other information of the steering wheel 1021 according to the internal program, and send it to the steering drive motor to drive the wheel 101 to turn or go straight.

[0064] In some embodiments, the steer-by-wire system 100 further includes a road sense motor. The steering controller calculates an appropriate return torque to provide a return signal to the road sense motor. The road sense motor converts the return signal into a return torque to provide road sense to the driver.

[0065] Thus, the steering controller can obtain the driver's operation of the steering wheel 1021 and control the vehicle to turn or go straight according to the driver's operation.

[0066] Among them, since the rotation of the wheel 101 is limited and cannot rotate infinitely, in order to adapt to the rotation of the wheel 101, the rotation of the steering wheel 1021 also needs to be limited.

[0067] Correspondingly, the wire-controlled steer system 100 further includes a limiting device, which can be used to limit the steering wheel 1021 , so that the steering wheel 1021 can be changed from unlimited rotation to having a rotation range, thereby limiting the steering of the steering wheel 1021 .

[0068] In some embodiments, as shown in FIG. 3 a , the limiting device includes a slider 11 , a fixing rod 12 , and a limiting block 13 disposed on the fixing rod 12 .

[0069] The slider 11 is slidably connected to the fixing rod 12 , and a limit block 13 is provided on the fixing rod 12 .

[0070] During operation, the steering column 1022 can be connected to the slider 11 through the transmission component 14. As the steering column 1022 rotates, the slider 11 can slide on the fixed rod 12. The limit block 13 is used to limit the sliding of the slider 11 on the fixed rod 12 to achieve the rotation of the steering column 1022 within the target rotation range.

[0071] The transmission component 14 can be a gear, which is mounted on the steering column and rotates synchronously with the steering column 1022. The slider 11 has a rack that meshes with the gear. The slider 11 meshes with the gear. When the gear rotates with the steering column, the gear pushes the slider 11 to slide on the fixed rod 12.

[0072] The fixing rod 12 may be a lead screw, and the sliding block 11 and the limiting block 13 are both sleeved on the fixing rod 12 . The sliding block 11 and the limiting block 13 can spirally slide on the fixing rod 12 .

[0073] However, the fixing rod 12 is arranged perpendicular to the steering column 1022, which takes up a large space and is not conducive to the overall vehicle layout. To this end, the embodiment of the present application provides an improved wire-controlled steering mechanism 100.

[0074] As shown in FIG. 3 b , the steer-by-wire system 100 comprises at least a steering column 1022 , a first transmission component 103 , a first moving component 104 , a sliding component 105 , a moving assembly 106 and a limiting component 107 .

[0075] The steering column 1022 is connected to the first moving component 104 through the first transmission component 103. The first transmission component 103 is used to transmit the rotational motion of the steering column 1022 to the first moving component 104. The first moving component 104 is used to convert the rotational motion of the first transmission component 103 into linear motion.

[0076] The first moving component 104 is connected to the sliding component 105 , as shown in FIG3 b . The sliding component 105 is located on the moving assembly 106 , and the sliding component 105 can slide left and right on the moving assembly 106 .

[0077] The present embodiment does not limit the installation method of the sliding component 105 and the motion assembly 106. For example, the motion assembly 106 can be a cylindrical structure, and the sliding component 105 can have a tubular structure, which is sleeved on the motion assembly 106 and can slide left and right along the motion assembly 106.

[0078] In some embodiments of the present application, a limiting component 107 is provided on the motion component 106, and the limiting component 107 is used to limit the movement of the sliding component 105 on the motion component 106, so that the steering mechanism 102 rotates within a target rotation range.

[0079] The target rotation range is calculated based on the driving parameters of the vehicle in which the steer-by-wire system 100 is located.

[0080] During operation, the sliding component 105 is connected through the first moving component 104, the first transmission component 103 and the steering column 1022. When the steering column 1022 and the steering wheel 1021 rotate, the rotational motion can be transmitted to the first moving component 104 through the first transmission component 103. The first moving component 104 converts the rotational motion into linear motion, driving the sliding component 105 to slide in the moving component 106.

[0081] Among them, the limiting component 107 is fixedly connected to the moving component 106, which can limit the sliding range of the sliding component 105 on the moving component 106, and then limit the rotation of the steering wheel 1021, so that the steering wheel 1021 rotates within the target rotation range, wherein the target rotation range is calculated based on the driving parameters of the vehicle where the wire-controlled steering system 100 is located.

[0082] Therefore, the limiting device can be used to limit the steering of the steering mechanism, so that the steering mechanism can change from unlimited rotation to having a rotation range, so that the steering mechanism no longer rotates unlimitedly, but rotates within the target rotation range corresponding to the rotation range of the wheel, so that the rotation range of the steering mechanism and the rotation range of the wheel are consistent, and then when the wheel rotates to the extreme position, the steering mechanism also rotates to the extreme position, which is beneficial to the driver's operational control of the vehicle steering and is beneficial to driving safety.

[0083] In some embodiments of the present application, the steering column 1022 , the first moving component 104 , and the moving assembly 106 are arranged in parallel.

[0084] The steering column 1022 , the first moving component 104 and the moving assembly 106 are, for example, all cylindrical structures.

[0085] For example, as shown in Figure 3b, the steering column 1022 has a first central axis O, the first moving component 104 has a second central axis O1, and the moving assembly 106 includes two central axes O2. The steering column 1022, the first moving component 104 and the moving assembly 106 are arranged in parallel, and the first central axis O, the second central axis O1 and the central axis O2 may be parallel.

[0086] Therefore, compared with arranging the steering column 1022, the first moving component 104 and the moving assembly 106 vertically, the radial space of the steering column 1012 can be fully utilized, and the space occupied by the wire-controlled steering system 100 along the axis of the steering column 1012 can be reduced, which is beneficial to reducing the overall size of the wire-controlled steering system and facilitating the layout of the entire vehicle.

[0087] The embodiment of the present application does not limit the structure of the transmission connection between the sliding component 105 and the steering column 1022. The first transmission component 103 and the first moving component 104 can make the steering column 1022 and the sliding component 105 move synchronously.

[0088] When the sliding component 105 slides on the moving assembly 106, the first moving component 104 moves accordingly, and the first transmission component 103 can cause the steering column 1022 to rotate. At the same time, when the steering column 1022 rotates, the first transmission component 103 can cause the first moving component 104 to push the sliding component 105 to slide on the moving assembly 106. In other words, when the sliding component 105 slides as the active component, the steering column 1022 can be driven to rotate under the action of the first moving component 104 and the first transmission component 103. When the steering column 1022 rotates as the active component, the first transmission component 103 transmits the motion to the first moving component 104, and the first moving component 104 can drive the sliding component 105 to slide. The motions of the two are correlated and transmittable.

[0089] It can be seen that the transmission connection between the sliding component 105 and the steering column 1022 provided by the first transmission component 103 includes that the sliding component 105 can drive the rotation of the steering column 1022 when sliding on the moving component 106, and the rotation of the steering column 1022 can drive the sliding movement of the sliding component 105 on the moving component 106.

[0090] For example, as shown in FIG3b , the first transmission component 103 may include a first gear 1031 and a second gear 1032. The first gear 1031 is mounted on the steering column 1022 and rotates synchronously with the steering column 1022. The second gear 1032 is mounted on the first moving component 104 and rotates synchronously with the first moving component 104. As shown in FIG3b , the first gear 1031 and the second gear 1032 are engaged. When the first gear 1031 rotates with the steering column 1022, the second gear 1032 rotates accordingly.

[0091] 3 b , the first moving component 104 includes a first lead screw, which is threadedly connected to the second gear 1032 .

[0092] In some embodiments, the first screw is provided with an external thread, and the second gear 1032 includes an internal thread. The external thread of the first screw is connected to the internal thread of the second gear.

[0093] Therefore, the first transmission component 103 and the first moving component 104 provided in the embodiment of the present application are threadedly connected, and the resistance change during the displacement of the first moving component 104 is small, which is easier to control.

[0094] In other embodiments of the present application, the first moving component 104 includes a nut and a first screw, wherein the nut is sleeved on the first screw, and the second gear 1032 is sleeved on the nut. The screw has threads, so that when the second gear 1032 rotates, the nut rotates, causing the screw to slide left and right in a spiral relative to the nut.

[0095] In one embodiment, the nut is a ball nut having balls in its spiral groove, which can reduce wear between the ball nut and the first lead screw and extend the service life of the first moving component 104 .

[0096] In another embodiment, the nut is a planetary nut, and a threaded roller is provided between the planetary nut and the first lead screw, which can reduce the wear between the planetary nut and the first lead screw and extend the service life of the first moving component 104.

[0097] When the second gear 1032 rotates, the first moving component 104 converts the rotational motion into linear motion, driving the sliding component 105 to slide on the moving assembly 106 .

[0098] Likewise, when the sliding component 105 slides on the moving assembly 106 , the first moving component 104 can push the second gear 1032 to rotate, the first gear 1031 and the second gear 1032 rotate synchronously, and the first gear 1031 can drive the steering column 1022 to rotate synchronously.

[0099] Since the sliding component 105 is sleeved on the moving component 106, and the sliding component 105 is connected to the first moving component 104, the first moving component 104 is connected to the first gear 1031 through the second gear 1032, and the first gear 1031 is sleeved on the steering column 1022 and can move synchronously with the steering column 1022. In this way, when the steering column 1022 rotates, the first gear 1031 and the second gear 1032 move synchronously with the steering column 1022, driving the first moving component 104 to move in a straight line, pushing the moving component to slide on the moving component 106, and when the sliding component 105 slides on the moving component 106, it can also push the second gear 1032 and the first gear 1031 to rotate, and the rotation of the first gear 1031 drives the steering column 1022 to rotate, thereby realizing the transmission connection between the sliding component 105 and the steering column 1022.

[0100] In addition, in order to prevent the steering wheel 1021 from being further rotated by the user after reaching the extreme rotation range, and also to make the steering wheel 1021 have an extreme rotation range, accordingly, as shown in Figure 3b, the wire-controlled steering system 100 also includes a limiting component 107, which is fixed on the moving component 106 and is used to limit the sliding component 105 from sliding on the moving component 106, so as to limit the steering wheel 1021 from rotating within the extreme rotation range.

[0101] For the present application, since there is a transmission connection between the sliding component 105 and the steering column 1022, the rotation range of the steering column 1022 can be limited by limiting the sliding range of the sliding component 105 on the moving component 106, and the rotation range of the steering column 1022 can be used to characterize the rotation range of the steering wheel 1021, and then the rotation range of the steering wheel 1021 can be limited by limiting the sliding of the sliding component 105.

[0102] Correspondingly, as shown in Figure 3b, the limiting component 107 is located on the moving component 106. When the sliding component 105 slides to contact the limiting component 107, it can be locked on the moving component 106, restricting the sliding of the sliding component 105, so that the sliding component 105 cannot continue to slide toward the direction of the limiting component 107.

[0103] It can be seen that the limiting component 107 can limit the sliding range of the sliding component 105. Once the sliding range of the sliding component 105 is limited, the rotation range of the steering column 1022 is also limited. The steering column 1022 and the steering wheel 1021 rotate synchronously, so the rotation range of the steering wheel 1021 is also limited.

[0104] In some embodiments of the present application, the limiting component 107 may be installed on the motion component 106 in such a manner that the limiting component 107 has a tubular structure, is sleeved on the motion component 106 , and is fixedly connected to the motion component 106 .

[0105] In some embodiments of the present application, the limiting component 107 and the moving component 106 are threadedly connected.

[0106] In other embodiments of the present application, the limiting component 107 and the moving component 106 are interference fit.

[0107] For another example, the limiting component 107 and the moving component 106 can be integrally formed.

[0108] In the embodiment of the present application, since the steering wheel 1021 can rotate in both clockwise and counterclockwise directions, the limiting device needs to limit the clockwise rotation of the steering wheel 1021 and also needs to limit the counterclockwise rotation of the steering wheel 1021.

[0109] Accordingly, there are at least two limiting components 107, one for limiting clockwise rotation of the steering wheel 1021, and the other for limiting counterclockwise rotation of the steering wheel 1021. The determining factor for limiting clockwise rotation of the steering wheel 1021 and the corresponding direction between the sliding direction of the sliding component 105 and the rotation direction of the steering wheel 1021 can be determined. This application does not impose any restrictions on this, and technicians can flexibly determine this based on actual needs.

[0110] For example, as shown in Figure 3b, the limiting component 107 includes: a first limiting component 1071 and a second limiting component 1072. The first limiting component 1071 and the second limiting component 1072 are located on both sides of the moving component 106, that is, the sliding component 105 is located between the first limiting component 1071 and the second limiting component 1072. The first limiting component 1071 is used to limit the sliding component 105 from sliding to the left, and the second limiting component 1072 is used to limit the sliding component 105 from sliding to the right. In this way, the two limiting components 107 limit the sliding component 105 to slide within a certain sliding range.

[0111] Since the rotation of the wheel 101 is symmetrical, that is, it can rotate clockwise or counterclockwise, and can rotate clockwise to the maximum turning angle or counterclockwise to the maximum turning angle, after the wire-controlled steer system 100 determines the maximum turning angle of the wheel 101 under the current working condition, the angle range from the negative maximum turning angle to the positive maximum turning angle constitutes the target rotation range of the wheel 101 under the current working condition.

[0112] The target rotation range of the wheel 101 under the current working condition is the optimal rotation range for safe and stable driving of the vehicle.

[0113] In the embodiment of the present application, the wheel 101 also has a limit rotation range, which is the maximum range within which the wheel 101 can turn. The target rotation range of the wheel 101 under the working condition is less than or equal to the limit rotation range of the wheel 101.

[0114] The limit rotation range of the wheel 101 is obtained from the limit rotation angle of the wheel 101 .

[0115] Similarly, the rotation of the steering wheel 1021 is also symmetrical. After the wire-controlled steering system 100 determines the maximum turning angle of the steering wheel 1021 under the working conditions, the angle range from the negative maximum turning angle to the positive maximum turning angle constitutes the target rotation range of the steering wheel 1021 under the working conditions.

[0116] Among them, the rotation range of the wheel 101 obtained according to the limit turning angle and rotation direction of the wheel 101 is the limit turning range of the wheel 101, the turning angle of the steering wheel 1021 obtained according to the limit turning angle and steering transmission ratio of the wheel 101 is called the limit turning angle of the steering wheel 1021, and the target rotation range of the steering wheel 1021 obtained according to the limit turning angle and rotation direction of the steering wheel 1021 is the limit turning range of the steering wheel 1021.

[0117] In this way, when the wheel 101 rotates within the target rotation range, the limiting device can control the steering wheel 1021 to rotate within the target rotation range. It can be seen that the steer-by-wire system 100 can use the limiting device to limit the rotation of the steering wheel 1021, so that the steering wheel 1021 no longer rotates without limit, but rotates within the target rotation range corresponding to the rotation range of the wheel 101, so that the rotation range of the steering wheel 1021 and the rotation range of the wheel 101 are consistent. Then, when the steering wheel 1021 also rotates to the extreme position, the wheel 101 rotates to the extreme position, which is beneficial to the driver's control of the vehicle steering operation and conducive to driving safety.

[0118] When the target rotation range of the steering wheel 1021 is the extreme rotation range of the steering wheel 1021, as shown in Figure 3b, if the steering wheel 1021 rotates clockwise to the maximum angle, the sliding component 105 contacts the first limiting component 1071, as shown in Figure 3b, if the steering wheel 1021 rotates counterclockwise to the maximum angle, the sliding component 105 contacts the second limiting component 1072, see Figure 3b, the distance between the two limiting components 107 is the extreme sliding range of the moving component on the moving component 106.

[0119] For example, when the driver manipulates the steering wheel 1021 clockwise with too much force, the steering wheel 1021 rotates clockwise, as shown in Figure 6, and the first gear 1031 also rotates clockwise, and the second gear 1032 rotates counterclockwise, so that the first moving component 104 threadedly connected to the second gear 1032 drives the sliding component 105 to slide to the right. When the sliding component 105 contacts the first limiting component 1071, since the first limiting component 1071 is fixed on the moving component 106, the sliding component 105 cannot continue to slide to the right, and the steering wheel 1021 can no longer continue to rotate clockwise, so that the steering wheel 1021 reaches its limit angle in the clockwise rotation direction. At this time, the wheel 101 also reaches its limit angle in clockwise rotation.

[0120] For another example, when the driver manipulates the steering wheel 1021 counterclockwise with too much force, the steering wheel 1021 rotates counterclockwise, as shown in FIG7 , and the first gear 1031 also rotates counterclockwise, and the second gear 1032 rotates clockwise, so that the moving component threadedly connected to the second gear 1032 drives the sliding component 105 to slide to the left. When the sliding component 105 contacts the second limiting component 1072, since the second limiting component 1072 is fixed on the moving component 106, the sliding component 105 cannot continue to slide to the left, and the steering wheel 1021 can no longer continue to rotate clockwise, so that the steering wheel 1021 reaches its limit angle in the clockwise rotation direction. At this time, the wheel 101 also reaches its limit angle in the clockwise rotation.

[0121] It can be seen that the use of the first limiting component 1071 and the second limiting component 1072 can limit the extreme rotation range of the steering wheel 1021, so that when the wheel 101 reaches its extreme rotation angle, the steering wheel 1021 also reaches its extreme rotation angle, and the rotation of the steering wheel 1021 is consistent with the rotation of the wheel 101, avoiding the situation where the wheel 101 reaches the extreme rotation angle while the steering wheel 1021 can continue to rotate.

[0122] Based on the above, the wire-controlled steering system 100 can use a limiting device to limit the rotation of the steering wheel 1021, so that the steering wheel 1021 no longer rotates without limit, but rotates within the target rotation range corresponding to the rotation range of the wheel 101, and then when the wheel 101 rotates to the extreme position, the steering wheel 1021 also rotates to the extreme position.

[0123] Thus, the steer-by-wire system 100 can use a limiting device to limit the rotation of the steering wheel 1021, so that the steering wheel 1021 no longer rotates indefinitely, but instead rotates within a target rotation range corresponding to the rotation range of the wheel 101. Therefore, when the wheel 101 rotates within its limit rotation range, the steering wheel 1021 also rotates within its limit rotation range, so that the rotation range of the steering wheel 1021 and the rotation range of the wheel 101 are consistent, which is conducive to safe driving of the vehicle.

[0124] When the wheel 101 rotates to the extreme position, the steering wheel 1021 also rotates to the extreme position, so that the rotation of the steering wheel 1021 and the wheel 101 is consistent, which is beneficial to the driver's operational control of the vehicle steering and is beneficial to driving safety.

[0125] In addition, in order to avoid damage to the limiting component 107 when the sliding component 105 collides with the limiting component 107 , in some embodiments of the present application, a buffer structure can be provided on a side of the limiting component 107 close to the sliding component 105 .

[0126] For example, as shown in FIG4 , a first buffer structure 1073 is provided on a side of the first limiting component 1071 close to the sliding component 105 , and a second buffer structure 1074 is provided on a side of the second limiting component 1072 close to the sliding component 105 .

[0127] The embodiment of the present application does not limit the materials of the first buffer structure 1073 and the second buffer structure 1074. For example, the materials of the first buffer structure 1073 and the second buffer structure 1074 include elastic materials such as rubber, plastic, and silicone.

[0128] Therefore, by providing the first buffer structure 1073 and the second buffer structure 1074 , the sliding component 105 and the limiting component 107 can be better protected.

[0129] In the above embodiment, the steering wheel 1021 is limited in order to make the steering wheel 1021 similar to the wheel 101, and also have a rotation range, and the rotation range of the steering wheel 1021 is consistent with the rotation range of the wheel 101. Therefore, it is necessary to calculate the rotation range of the steering wheel 1021 based on the rotation range of the wheel 101. After calculating the rotation range of the steering wheel 1021, the sliding range of the moving part can be controlled by controlling the sliding range of the limiting component 107 to enable the steering wheel 1021 to rotate within the calculated rotation range.

[0130] In other embodiments of the present application, the limit device in the steer-by-wire system 100 can not only limit the rotation of the steering wheel 1021 within the extreme rotation range, but also dynamically adjust the rotation range of the steering wheel 1021 in real time according to the driving parameters of the working conditions to ensure stable driving of the vehicle. In this way, it is necessary to make the sliding range of the sliding member 105 adjustable.

[0131] The wheel 101 has an optimal rotation range under different operating conditions, which can be referred to as the target rotation range of the wheel 101 under the operating condition. The target rotation range of the wheel 101 under the operating condition can be calculated based on the vehicle's driving parameters. The driving parameters can include the vehicle's speed.

[0132] For example, the vehicle has one rotation range under working condition 1 and another rotation range under working condition 2. The rotation range of the wheel 101 can be adjusted according to the working condition of the vehicle, and the rotation range of the steering wheel 1021 is calculated based on the rotation range of the wheel 101. Therefore, the rotation range of the steering wheel 1021 can also be dynamically adjusted according to the actual working condition to improve driving safety.

[0133] For example, in low-speed scenarios, the number of turns and angles at which the driver turns the steering wheel can be reduced, and in medium- and high-speed scenarios, the number of turns and angles at which the driver turns the steering wheel can be increased.

[0134] To this end, in some embodiments of the present application, the motion component 106 includes: a second motion component 1061 and a third motion component 1062 .

[0135] The first limiting component 1071 is arranged on the second moving component 1061, and the second limiting component 1072 is arranged on the third moving component 1062. The first limiting component 1071 is used to move relative to the second limiting component 1072 along with the second moving component 1061, and the second limiting component 1072 is used to move relative to the first limiting component 1071 along with the third moving component 1062.

[0136] In some embodiments, as shown in FIG. 3 b , the first moving component 104 is located between the second moving component 1061 and the steering column 1022 , and the third moving component 1062 is located on a side of the second moving component 1061 away from the first moving component 104 .

[0137] In other embodiments, as shown in FIG. 3 d , the first moving component 104 is located between the third moving component 1062 and the steering column 1022 , and the second moving component 1061 is located on a side of the third moving component 1062 away from the first moving component 104 .

[0138] Furthermore, the steer-by-wire system 100 may further include a motor 108, which is configured to drive the aforementioned multiple moving components: the second moving component 1061 and the third moving component 1062. Driven by the second transmission component 109 and the third transmission component 110, the second moving component 1061 and the third moving component 1062 simultaneously move relative to each other, causing the first limiting component 107 and the second limiting component 1072 to move toward and away from each other synchronously.

[0139] For example, the second moving component 1061 is driven by the motor 108 to drive the first limiting component 1071 to move linearly, and the third moving component 1062 is driven by the motor 108 to drive the second limiting component 1072 to move linearly.

[0140] As shown in FIG3c , the limiting area of ​​the first limiting component 1071 can be represented as L1, and the first limiting component 1071 can move within the limiting area L1; the limiting area of ​​the second limiting component 1072 can be represented as L2, and the first limiting component 1071 can move within the limiting area L2.

[0141] In some embodiments of the present application, the first limiting component 1071 and the second limiting component 1072 are symmetrically arranged with respect to the center L0 of the sliding area of ​​the sliding component 105 on the moving assembly 106 .

[0142] Thus, the first limiting component 1071 and the second limiting component 1072 can be synchronously and symmetrically moved toward and away from each other, so that the sliding range of the sliding component is variable and changes symmetrically.

[0143] In some embodiments of the present application, in order to transmit the motion of the output end of the motor 108 to the second moving component 1061 and the third moving component 1062 , the steer-by-wire system 100 further includes: a second transmission component 109 and a third transmission component 110 .

[0144] The output end of the motor 108 is connected to the third moving part 1062 through the second transmission component 109. The second transmission component 109 is used to transmit the rotational motion generated by the output end of the motor 108 to the third moving part 1062. The third moving part 1062 is used to convert the rotational motion into linear motion.

[0145] The present embodiment does not limit the structure of the second transmission component 109. Specifically, the second transmission component 109 can synchronize the motion of the output end of the motor 108 and the second moving component 1061. When the output end of the motor 108 rotates, the second moving component 1061 can rotate synchronously therewith. In other words, when the output end of the motor 108, acting as the active element, rotates, the second transmission component 109 can drive the second moving component 1061 to rotate.

[0146] For example, the second transmission component 109 includes: a third gear 1091 sleeved on the output end of the motor 108, and a fourth gear 1092 sleeved on the third moving component 1062, and the third gear 1091 and the fourth gear 1092 are engaged with each other.

[0147] The third moving component 1062 includes a second lead screw, which is connected to the fourth gear 1092 via threads.

[0148] In other embodiments of the present application, the third moving component 1062 includes a nut and a second lead screw, wherein the nut is sleeved on the second lead screw, and the fourth gear 1092 is sleeved on the nut. The lead screw has threads, so that when the fourth gear 1092 rotates, it drives the nut to rotate, causing the second lead screw to slide left and right in a spiral manner relative to the nut.

[0149] In one embodiment, the nut is a ball nut having balls in its spiral groove, which can reduce wear between the ball nut and the second screw and extend the service life of the third moving component 1062.

[0150] In another embodiment, the nut is a planetary nut, and a threaded roller is provided between the planetary nut and the second lead screw, which can reduce the wear between the planetary nut and the second lead screw and extend the service life of the third moving component 1062.

[0151] The third transmission component 110 is connected to the second transmission component 109, and the third transmission component 110 is connected to the second moving component 1061. The second transmission component 109 is also used to transmit the rotational motion generated by the output end of the motor 108 to the third transmission component 110. The third transmission component 110 is also used to transmit the rotational motion to the second moving component 1061. The second moving component 1061 is used to convert the rotational motion into linear motion.

[0152] The third transmission component 110 includes a fifth gear. The fifth gear is sleeved on the second moving component 1061 and meshes with the fourth gear 1092 .

[0153] The second moving component 1061 includes a third lead screw, which is connected to the fifth gear through a thread.

[0154] In other embodiments of the present application, the second moving component 1061 includes a nut and a third screw, wherein the nut is sleeved on the third screw, and the fifth gear is sleeved on the nut. The third screw has threads, so that when the fifth gear rotates, the nut rotates, causing the third screw to slide left and right in a spiral relative to the nut.

[0155] In one embodiment, the nut is a ball nut having balls in its spiral groove, which can reduce the wear between the ball nut and the third lead screw and extend the service life of the second moving component 1061.

[0156] In another embodiment, the nut is a planetary nut, and a threaded roller is provided between the planetary nut and the third lead screw, which can reduce the wear between the planetary nut and the third lead screw and extend the service life of the second moving component 1061.

[0157] The embodiment of the present application does not limit the specific structure and working principle of the second transmission component 109 and the third transmission component 110 , and reference may be made to the description of the first transmission component 103 .

[0158] The embodiment of the present application does not limit the specific structure and working principle of the second moving component 1061 and the third moving component 1062 , and reference may be made to the description of the first moving component 104 .

[0159] During operation, after calculating the target rotation range of the steering wheel 1021 under the current working conditions, the steering controller of the wire-controlled steering system 100 can obtain the target sliding range of the limiting component 107 corresponding to the target rotation range of the steering wheel 1021 based on the pre-stored correspondence between the rotation range of the steering wheel 1021 and the sliding range of the limiting component 107, and control the motor 108 to rotate according to the target sliding range, so that the first limiting component 1071 and the second limiting component 1072 move to the preset position, and the distance between the first limiting component 1071 and the second limiting component 1072 can be used as the target sliding range.

[0160] For example, as shown in FIG5 , the default position of the first limiting component 1071 is denoted as A1, and the default position of the second limiting component 1072 is denoted as B1. The wire-controlled steering can control the first limiting component 1071 to move from the default position A1 to a first target position A2, which is the boundary position of the target motion range of the sliding component 105. The wire-controlled steering can also control the second limiting component 1072 to move from the default position B1 to a second target position B2, which is the other boundary position of the target motion range of the sliding component 105. The target motion range of the first limiting component 1071 is between A1 and A2, and the target motion range of the second limiting component 1072 is between B1 and B2. A2 and B2 will dynamically change according to the vehicle's operating conditions. That is, once the target rotation range of the steering wheel 1021 changes, A2 and B2 will also change accordingly.

[0161] In this way, the moving parts are restricted to move between A2 and B2, and the steering wheel 1021 is restricted to rotate within the target rotation range, that is, the steering wheel 1021 can rotate counterclockwise to the left boundary of the target rotation range, and can rotate clockwise to the right boundary of the target rotation range.

[0162] Therefore, the wire-controlled steering system 100 provided in the embodiment of the present application controls the movement of the second moving component 1061 and the third moving component 1062 through a motor 108, so that the first limiting component 1071 set on the second moving component 1061 and the second limiting component 1072 set on the third moving component 1062 can move closer and farther away synchronously, so that the sliding range of the sliding component 105 is variable and changes symmetrically.

[0163] The embodiment of the present application does not limit the relative position relationship among the first moving component 104 , the second moving component 1061 and the third moving component 1062 .

[0164] In some embodiments of the present application, as shown in FIG. 3 b , the first moving component 104 is located on a side of the second moving component 1061 away from the third moving component 1062 .

[0165] In other embodiments of the present application, as shown in FIG. 6 , the first moving component 104 is located between the second moving component 1061 and the third moving component 1062 .

[0166] In some other embodiments of the present application, as shown in FIG. 7 , the first moving component 104 is located on a side of the third moving component 1062 away from the second moving component 1061 .

[0167] An embodiment of the present application also provides a vehicle, which may be a smart car, a new energy car or a self-driving car, etc. The vehicle may include the above-mentioned wire-controlled steering system 100. As described above, the wire-controlled steering system 100 can use a limiting device to limit the rotation of the steering wheel 1021, so that the steering wheel 1021 no longer rotates without limit, but rotates within a target rotation range corresponding to the rotation range of the wheel 101, so that the rotation range of the steering wheel 1021 is consistent with the rotation range of the wheel 101, and then when the wheel 101 rotates to the extreme position, the steering wheel 1021 also rotates to the extreme position, which is beneficial to the driver's operational control of the vehicle steering and is beneficial to driving safety.

[0168] The present application also provides a steering control method, which can be performed by the aforementioned steer-by-wire system 100, and specifically by a steering controller in the steer-by-wire system 100. As shown in FIG8 , the control method includes:

[0169] S101 . Determine a target position of the limiting component 107 based on the correspondence between the target rotation range of the steering column 1022 and the motion range of the sliding component 105 on the motion assembly 106 .

[0170] As shown in FIG9 , the determination of the correspondence between the target rotation range of the steering mechanism 102 and the motion range of the sliding component 105 on the motion assembly 106 includes:

[0171] S1011. Get the current vehicle driving parameters;

[0172] In one example, the steering controller may first obtain driving parameters of the vehicle, such as the vehicle speed and the maximum yaw rate of the vehicle under the current operating condition. The controller may then calculate the maximum turning angle of the steering wheel 1021 under the current operating condition based on the stored steering gear ratio and the maximum turning angle of the wheel 101 under the current operating condition. The controller may then calculate a target rotation range of the steering wheel 1021 under the current operating condition based on the maximum turning angle of the steering wheel 1021 under the current operating condition.

[0173] S1012 . Determine a correspondence between a rotation range of the steering mechanism 102 and a movement range of the sliding component 105 on the movement assembly 106 according to the driving parameters of the vehicle.

[0174] Since the wheel 101 has a limited rotation range, the rotation range calculated based on the driving parameters and less than or equal to the limited rotation range of the wheel 101 can be used as the rotation range of the wheel 101. For example, the maximum rotation angle calculated based on the driving parameters and less than or equal to the limited rotation angle of the wheel 101 can be used as the maximum rotation angle of the wheel 101 under the current working condition. The rotation range of the wheel 101 under the current working condition can then be calculated based on the maximum rotation angle of the wheel 101 under the current working condition.

[0175] The target movement range of the limiting component 107 corresponding to the target rotation range of the steering wheel 1021 can be obtained according to the corresponding relationship between the rotation range of the steering wheel 1021 and the movement range of the limiting component 107 .

[0176] In one example, the correspondence between the rotation range of the steering wheel 1021 and the movement range of the limiting component 107 is pre-stored in the wire-controlled steering system 100. After the steering controller calculates the target rotation range of the steering wheel 1021, the target movement range of the limiting component 107 corresponding to the target rotation range of the steering wheel 1021 can be found.

[0177] S102. Control the limiting component 107 to move to the target position.

[0178] In one example, after the steering controller of the steer-by-wire system determines the target range of motion of the limiting component 107, it can control the motor 108 of the limiting component 107 to drive the limiting component 107 to the target position. The target range of motion of the limiting component 107 is defined between the default position and the target position, and the default position of the limiting component 107 is a position in contact with the limiting component 107. Movement of the two limiting components 107 within the target range of motion limits the movement of the moving component within a certain range, thereby limiting the rotation of the steering wheel 1021 within the target rotation range.

[0179] For example, as shown in FIG5 , the steering controller controls the first limiting component 1071 to move rightward from the default position A1 to the first target position A2, and controls the second limiting component 1072 to move leftward from the default position B1 to the second target position B2. The range between the default position A1 and the first target position A2 of the sliding component 105 is the target movement range of the first limiting component 1071, the range between the default position B1 and the second target position B2 of the sliding component 105 is the target movement range of the second limiting component 1072, and the range between the first target position A2 and the second target position B2 is the movement range of the moving component. Thus, while the moving component is moving between the first target position A2, where the first limiting component 1071 is positioned, and the second target position B2, where the second limiting component 1072 is positioned, the steering wheel 1021 rotates within the target rotation range. The sliding component 105 is located at the first target position A2 to limit the clockwise rotation of the steering wheel 1021 , and the sliding component 105 is located at the second target position B2 to limit the counterclockwise rotation of the steering wheel 1021 .

[0180] It can be seen that the wire-controlled steer system 100 can use a limiting device to limit the rotation of the steering wheel 1021, so that the steering wheel 1021 no longer rotates without limit, but rotates within the target rotation range corresponding to the rotation range of the wheel 101. Then, when the wheel 101 rotates to the extreme position, the steering wheel 1021 also rotates to the extreme position, so that the rotation of the steering wheel 1021 and the wheel 101 is consistent, which is beneficial to the driver's operational control of the vehicle steering and is beneficial to driving safety.

[0181] In the scenario of limiting the rotation of the steering wheel 1021, after the vehicle is powered on, the wire-controlled steering system 100 can calculate the target rotation range of the steering wheel 1021 under the current working conditions. After determining the target rotation range, the steering wheel 1021 can be controlled to rotate within the target rotation range according to the process shown in Figure 8.

[0182] In an embodiment of the present application, the wire-controlled steer system 100 can use a limiting device to limit the rotation of the steering wheel 1021, so that the steering wheel 1021 no longer rotates without limit, but rotates within a target rotation range corresponding to the rotation range of the wheel 101, so that the rotation range of the steering wheel 1021 is consistent with the rotation range of the wheel 101, and then when the wheel 101 rotates to the extreme position, the steering wheel 1021 also rotates to the extreme position, which is beneficial to the driver's operational control of the vehicle steering and is beneficial to driving safety.

[0183] An embodiment of the present application also provides a controller, which can be a vehicle controller, for example, a vehicle steering controller, which can be used to execute the steering control method described above. This method can enable a limiting device to limit the rotation of the steering wheel 1021, so that the steering wheel 1021 no longer rotates without limit, but rotates within a target rotation range corresponding to the rotation range of the wheel 101, so that the rotation range of the steering wheel 1021 is consistent with the rotation range of the wheel 101, and then when the wheel 101 rotates to the extreme position, the steering wheel 1021 also rotates to the extreme position, which is beneficial to the driver's operational control of the vehicle steering and is beneficial to driving safety.

[0184] It is understandable that, in order to implement the functions of any of the above-mentioned embodiments, the steering system includes hardware structures and / or software modules corresponding to the execution of each function. It should be easily appreciated by those skilled in the art that, in combination with the units and algorithm steps of the various examples described in the embodiments disclosed herein, the present application can be implemented in the form of hardware or a combination of hardware and computer software. Whether a function is executed in the form of hardware or computer software driving hardware depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of this application.

[0185] The embodiments of the present application can divide the steering system into functional modules. For example, each functional module can be divided into corresponding functional modules, or two or more functions can be integrated into a single processing module. The above-mentioned integrated modules can be implemented in the form of hardware or software functional modules. It should be noted that the division of modules in the embodiments of the present application is schematic and is only a logical functional division. In actual implementation, other division methods may be used.

[0186] It should also be understood that the various modules in the steering system can be implemented in software and / or hardware, without specific limitation. In other words, the electronic device is presented in the form of functional modules. "Modules" here can refer to application-specific integrated circuits (ASICs), circuits, processors and memories executing one or more software or firmware programs, integrated logic circuits, and / or other devices that can provide the aforementioned functionality.

[0187] In an optional manner, when data transmission is implemented using software, it can be implemented in whole or in part in the form of a computer program product. The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, the process or function described in the embodiment of the present application is implemented in whole or in part. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another computer-readable storage medium. For example, the computer instructions can be transmitted from one website, computer, server or data center to another website, computer, server or data center via a wired (e.g., coaxial cable, optical fiber, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) method. The computer-readable storage medium can be any available medium that can be accessed by a computer or a data storage device such as a server or data center that includes one or more available media. The available medium can be a magnetic medium (e.g., a floppy disk, a hard disk, a tape), an optical medium (e.g., a digital video disk (DVD)), or a semiconductor medium (e.g., a solid state disk (SSD)).

[0188] The steps of the method or algorithm described in conjunction with the embodiments of the present application can be implemented in hardware or by executing software instructions by a processor. The software instructions can be composed of corresponding software modules, and the software modules can be stored in RAM memory, flash memory, ROM memory, EPROM memory, EEPROM memory, registers, hard disk, mobile hard disk, CD-ROM or any other form of storage medium well known in the art. An exemplary storage medium is coupled to the processor so that the processor can read information from the storage medium and write information to the storage medium. Of course, the storage medium can also be an integral part of the processor. The processor and the storage medium can be located in an ASIC. In addition, the ASIC can be located in an electronic device. Of course, the processor and the storage medium can also exist in the steering system as discrete components.

[0189] Through the description of the above implementation methods, technical personnel in the relevant field can clearly understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0190] The above description is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of this application. Therefore, the scope of protection of this application should be based on the scope of protection of the claims.

Claims

1. A steering system, characterized in that: It comprises a steering column (1022), a first transmission component (103), a first moving component (104), a sliding component (105), a moving assembly (106) and a limiting component (107); The steering column (1022), the first moving component (104) and the moving assembly (106) are arranged in parallel; The steering column (1022) is in transmission connection with the first moving component (104) via the first transmission component (103); the first transmission component (103) is used to transmit the rotational motion of the steering column (1022) to the first moving component (104); and the first moving component (104) is used to convert the rotational motion of the first transmission component (103) into linear motion; The first moving component (104) is fixedly connected to the sliding component (105), and the sliding component (105) is slidingly connected to the moving assembly (106); the sliding component (105) is configured to move with the first moving component (104); The limiting component (107) is fixedly connected to the moving assembly (106), and the limiting component (107) is used to limit the movement of the sliding component (105) on the moving assembly (106), so that the steering column (1022) rotates within a target rotation range.

2. The steering system according to claim 1, characterized in that The first transmission component (103) comprises: a first gear (1031) sleeved on the steering column (1022), and a second gear (1032) sleeved on the first moving component (104), wherein the first gear (1031) and the second gear (1032) are meshed.

3. The steering system according to claim 2, characterized in that: The first moving component (104) includes a first screw, and the first screw is connected to the second gear (1032) through a thread.

4. The steering system according to claim 2, characterized in that The first moving component (104) comprises a nut and a first lead screw, the nut is sleeved on the first lead screw, and the second gear (1032) is sleeved on the nut.

5. The steering system according to claim 4, characterized in that The nut includes at least one of a ball nut and a planetary nut.

6. The steering system according to any one of claims 1 to 5, characterized in that: The limiting component (107) comprises: a first limiting component (1071) and a second limiting component (1072); The motion component (106) comprises: a second motion component (1061) and a third motion component (1062); the first limiting component (1071) is arranged on the second motion component (1061), and the second limiting component (1072) is arranged on the third motion component (1062); the first limiting component (1071) is used to move with the second motion component (1061), and the second limiting component (1072) is used to move with the third motion component (1062) to adjust the motion range of the sliding component (105).

7. The steering system according to claim 6, characterized in that The first limiting component (1071) and the second limiting component (1072) are symmetrically arranged about the center of the sliding area of ​​the sliding component (105) on the moving component (106).

8. The steering system according to claim 6 or 7, characterized in that: The steering system further includes: a motor (108), a second transmission component (109) and a third transmission component (110); The output end of the motor (108) is connected to the second transmission component (109) and the third moving component (1062). A transmission connection, wherein the second transmission component (109) is used to transmit the rotational motion generated by the output end of the motor (108) to the third motion component (1062), and the third motion component (1062) is used to convert the rotational motion into linear motion; The third transmission component (110) is in transmission connection with the second transmission component (109), and the third transmission component (110) is in transmission connection with the second moving component (1061). The second transmission component (109) is also used to transmit the rotational motion generated by the output end of the motor (108) to the third transmission component (110). The third transmission component (110) is also used to transmit the rotational motion to the second moving component (1061). The second moving component (1061) is used to convert the rotational motion into linear motion.

9. The steering system according to claim 8, characterized in that The second transmission component (109) comprises: a third gear (1091) sleeved on the output end of the motor (108), and a fourth gear (1092) sleeved on the third moving component (1062), wherein the third gear (1091) and the fourth gear (1092) are meshed.

10. The steering system according to claim 9, characterized in that The third moving component (1062) includes a second lead screw, and the second lead screw is connected to the fourth gear (1092) through a thread.

11. The steering system according to claim 9 or 10, characterized in that: The third transmission component (110) comprises a fifth gear, the fifth gear is sleeved on the second moving component (1061), and the fifth gear is meshed with the fourth gear (1092).

12. The steering system according to claim 11, characterized in that The second moving component (1061) includes a third lead screw, and the third lead screw is connected to the fifth gear via a thread.

13. The steering system according to any one of claims 4 to 12, characterized in that: The first moving component (104) is located on a side of the second moving component (1061) away from the third moving component (1062).

14. The steering system according to any one of claims 4 to 12, characterized in that: The first moving part (104) is located between the second moving part (1061) and the third moving part (1062).

15. The steering system according to any one of claims 4 to 12, characterized in that: The first moving component (104) is located on a side of the third moving component (1062) away from the second moving component (1061).

16. The steering system according to any one of claims 1 to 15, characterized in that: A buffer structure is provided on one side of the limiting component close to the sliding component (105).

17. A control method, characterized in that: The steering control method is applied to a steering system, wherein the steering system comprises: a steering column (1022), a first transmission component (103), a first moving component (104), a sliding component (105), a moving assembly (106), and a limiting component (107); The steering column (1022), the first moving component (104) and the moving assembly (106) are arranged in parallel; The steering column (1022) is in transmission connection with the first moving component (104) via the first transmission component (103); the first transmission component (103) is used to transmit the rotational motion of the steering column (1022) to the first moving component (104); and the first moving component (104) is used to convert the rotational motion of the first transmission component (103) into linear motion; The first moving component (104) is fixedly connected to the sliding component (105), and the sliding component (105) is slidingly connected to the moving assembly (106); the sliding component (105) is configured to move with the first moving component (104); The limiting component (107) is fixedly connected to the moving assembly (106), and the limiting component (107) is used to limit the movement of the sliding component (105) on the moving assembly (106), so that the steering column (1022) rotates within a target rotation range. The control method includes: Determining a target position of the limiting component (107) based on a corresponding relationship between a target rotation range of the steering column (1022) and a motion range of the sliding component (105) on the motion assembly (106); The limiting component (107) is controlled to move to the target position.

18. The method according to claim 17, characterized in that Determining the correspondence between the target rotation range of the steering column (1022) and the motion range of the sliding component (105) on the motion assembly (106) includes: Get the current vehicle's driving parameters; The corresponding relationship between the rotation range of the steering column (1022) and the movement range of the sliding component (105) on the movement component (106) is determined according to the driving parameters of the vehicle.

19. A vehicle, characterized in that: The vehicle comprises the steering system according to any one of claims 1 to 16.

20. A controller, characterized in that: The method comprises a storage unit and a processing unit coupled to each other, wherein the processing unit is used to execute the control method according to any one of claims 17 to 18.

21. A computer-readable storage medium, characterized in that The storage medium stores a computer program or instruction, and when the computer program or instruction is executed by a processing device, the method according to claim 17 or 18 is implemented.

22. A computer program product comprising a computer program or instructions, characterized in that When the computer program or instruction is executed on a processing device, the method according to claim 17 or 18 is implemented.

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