Steering angle alignment method and device for steering wheel and steering wheel end and vehicle

Abstract

The invention relates to the technical field of steer-by-wire, and discloses a steering wheel and steering angle alignment method and device for a steering wheel end and a vehicle. In the process that the steering wheel is controlled to rotate in the first direction based on the initial transmission ratio and the steering angle of the steering wheel end, a steering wheel clamping stagnation signal is detected; determining the current steering angle of the steering wheel as a first clamping stagnation angle; the steering wheel is controlled to rotate in the second direction based on the first tail end angle, whether clamping stagnation exists in the rotating process of the steering wheel or not is monitored, the first clamping stagnation angle and the first tail end angle or the first clamping stagnation angle and the second clamping stagnation angle form a non-clamping stagnation angle range of the steering wheel, and the target transmission ratio is calculated; and determining a target angle based on the target transmission ratio and the steering angle of the steering wheel end, and controlling the steering wheel to rotate by the target angle in the first direction, so that the steering angle of the steering wheel is aligned with the steering angle of the steering wheel end, and the vehicle can still be safely driven when the steering wheel is blocked.

Description

Technical Field

[0001] The present invention relates to the technical field of steer-by-wire, and particularly relates to a method and device for aligning the steering angles of a steering wheel and a steering wheel end, and a vehicle. Background Art

[0002] A steer-by-wire system (SBW) is a new type of automotive steering control system that can transmit the driver's steering intention to the steering actuator through electronic signals, realizing the transformation of the steering system from a mechanical structure to an electrified and intelligent one. Generally, in a steer-by-wire system, after the vehicle is powered off, the steering wheel can be rotated freely without mechanical connection. Therefore, after the vehicle is powered on, it is necessary to align and synchronize the angles of the steering wheel (upper rotation) and the steering wheel end (lower rotation). However, since the environment where the lower-rotating wheel end is located is unknown, such as being close to the curb or having sharp objects near the wheel end, if the upper rotation is kept stationary and the lower rotation is used to align with the upper rotation, it may cause the tire to be damaged at least or jam and burn out the motor at worst. Therefore, a safe and reliable general angle alignment and synchronization strategy is to synchronize by using the upper rotation to align with the lower rotation angle to ensure that the upper and lower rotation angles are properly aligned after the vehicle is powered on.

[0003] However, during the process of aligning the upper rotation with the lower rotation angle, since there is no mechanical connection between the upper rotation and the lower rotation in the steer-by-wire system, the steering wheel may become stuck due to mechanical failures or other reasons, resulting in the inability to align the angles and thus unable to operate and drive, which affects the safe driving of the vehicle. Summary of the Invention

[0004] In view of this, the present invention provides a method and device for aligning the steering angles of a steering wheel and a steering wheel end, and a vehicle, so as to solve the problem that the steering wheel cannot be operated and driven due to jamming caused by mechanical failures or other reasons, resulting in the inability to align the angles and affecting the safe driving of the vehicle.

[0005] In a first aspect, the present invention provides a method for aligning the steering angles of a steering wheel and a steering wheel end, which is applied to a vehicle. The vehicle stores a first end angle range and a second end angle range corresponding to the steering wheel and the steering wheel end respectively. The method includes: in response to detecting a steering wheel jamming signal during the process of controlling the steering wheel to rotate in a first direction based on an initial transmission ratio and the steering angle of the steering wheel end, determining the current steering angle of the steering wheel as a first jamming angle; setting a first end angle as a steering target point, and based on the steering target point, controlling the steering wheel to rotate in a second direction and monitoring whether there is jamming during the rotation of the steering wheel. The first end angle is the maximum steering angle corresponding to the second direction in the first end angle range, and the second direction is opposite to the first direction; forming an unjammed angle range of the steering wheel with the first jamming angle and the first end angle, or the first jamming angle and a second jamming angle, and calculating a target transmission ratio based on the second end angle range and the unjammed angle range, where the second jamming angle is the steering angle corresponding to when a steering wheel jamming signal is detected during the rotation of the steering wheel along the second steering wheel; determining a target angle based on the target transmission ratio and the steering angle of the steering wheel end, and controlling the steering wheel to rotate the target angle in the first direction so that the steering angle of the steering wheel is aligned with the steering angle of the steering wheel end.

[0006] The method for aligning the steering angles of the steering wheel and the steering wheel end provided by the present invention, in response to detecting a steering wheel jamming signal during the process of controlling the steering wheel to rotate in a first direction based on an initial transmission ratio and the steering angle of the steering wheel end, determines the current steering angle of the steering wheel as a first jamming angle; sets a first end angle as a steering target point, and based on the steering target point, controls the steering wheel to rotate in a second direction and monitors whether there is jamming during the rotation of the steering wheel, forms an unjammed angle range of the steering wheel with the first jamming angle and the first end angle, or the first jamming angle and a second jamming angle, calculates a target transmission ratio based on the second end angle range and the unjammed angle range, determines a target angle based on the target transmission ratio and the steering angle of the steering wheel end, and controls the steering wheel to rotate the target angle in the first direction so that the steering angle of the steering wheel is aligned with the steering angle of the steering wheel end, ensuring that the vehicle can still drive safely when the steering wheel jams and improving the reliability and safety of the steer-by-wire system.

[0007] In an alternative embodiment, forming the non-sticking angle range of the steering wheel with the first sticking angle and the first end angle, or the first sticking angle and the second sticking angle, includes: when the steering wheel rotates to the steering target point in the second direction and no steering wheel sticking signal is detected, forming the non-sticking angle range of the steering wheel with the first sticking angle and the first end angle; or, when a steering wheel sticking signal is detected during the rotation of the steering wheel in the second direction, determining the steering angle of the steering wheel corresponding to when the steering wheel sticking signal is detected as the second sticking angle; and forming the non-sticking angle range of the steering wheel with the first sticking angle and the second sticking angle.

[0008] By distinguishing whether a sticking signal is detected when the steering wheel rotates in the second direction, the present invention adopts different methods to determine the non-sticking angle range respectively, so as to accurately define the angle range of the steering wheel during normal rotation according to the actual situation, providing a clear basis for judging whether the steering wheel is in a stuck state.

[0009] In an alternative embodiment, forming the non-sticking angle range of the steering wheel with the first sticking angle and the first end angle, or the first sticking angle and the second sticking angle, includes: based on the corresponding relationship between the direction identifier and the angle numerical symbol of the preset steering wheel, and the magnitudes of the first sticking angle and the first end angle, setting the first sticking angle as the left end angle position or the right end angle position, and correspondingly setting the first end angle as the right end angle position or the left end angle position to form the non-sticking angle range of the steering wheel; or, based on the corresponding relationship between the direction identifier and the angle numerical symbol of the preset steering wheel, and the magnitudes of the first sticking angle and the second sticking angle, setting the first sticking angle as the left end angle position or the right end angle position, and correspondingly setting the second sticking angle as the right end angle position or the left end angle position to form the non-sticking angle range of the steering wheel.

[0010] The present invention sets the end angle position based on the preset corresponding relationship between the direction identifier and the angle numerical symbol, which can establish a unified and clear angle identification specification in the whole system. No matter in what situation, the description and understanding of the steering wheel angle are consistent, avoiding errors and misunderstandings caused by chaotic angle representation.

[0011] In an alternative embodiment, calculating the target transmission ratio based on the second end angle range and the non-sticking angle range includes: dividing the first end angle range by the non-sticking angle range to obtain a transmission ratio amplification coefficient; multiplying the transmission ratio amplification coefficient by the initial transmission ratio to obtain a to-be-tested transmission ratio; and when the to-be-tested transmission ratio is within the preset transmission ratio standard range, calculating the target transmission ratio based on the second end angle range and the non-sticking angle range.

[0012] The present invention performs subsequent calculations only when the transmission ratio of the steer-by-wire system is within a safe and reliable range, effectively avoiding potential safety hazards such as vehicle steering out of control caused by abnormal conditions such as an excessive transmission ratio, and ensuring the safety during vehicle driving.

[0013] In an alternative embodiment, the standard range of the transmission ratio is obtained through the following steps: Based on the relationship region between the motor response time and the motor speed in the preset steering wheel end and the safe response time range of the steer-by-wire system, obtain the first safe speed range of the steering wheel end; obtain the second safe speed range of the preset steering wheel; calculate the standard range of the transmission ratio based on the first safe speed range and the second safe speed range.

[0014] The present invention obtains the first safe speed range of the steering wheel end by considering the relationship region between the motor response time and the motor speed in the preset steering wheel end and the safe response time range of the steer-by-wire system, which can ensure that the steering wheel operates within a safe speed range, helps prevent safety problems such as vehicle steering out of control caused by too fast or too slow steering wheel speed, and ensures the safety of vehicle driving. At the same time, obtaining the second safe speed range of the preset steering wheel further limits the speed from the steering wheel end, providing double protection for the entire steer-by-wire system to work within a safe speed range.

[0015] In an alternative embodiment, the calculating the target transmission ratio based on the second end angle range and the non-stuck angle range includes: calculating a first angle difference between the two end angles in the second end angle range; calculating a second angle difference between the two end angles in the non-stuck angle range; dividing the first angle difference by the second angle difference to obtain the target transmission ratio.

[0016] In the actual steer-by-wire system of the present invention, only by respectively calculating the differences between the end angles of the two angle ranges and then performing a division operation, the target transmission ratio can be obtained. This calculation method has relatively low requirements for the computing power of the hardware, is easy to implement, does not require complex algorithms and a large amount of computing resources, and reduces the costs of system development and operation.

[0017] Second aspect, the present invention provides a steering angle alignment device for a steering wheel and a steering wheel end, which is applied to a vehicle. The vehicle stores a first end angle range and a second end angle range corresponding to the steering wheel and the steering wheel end respectively. The device includes: a jamming angle determination module, configured to, in response to detecting a steering wheel jamming signal during the process of controlling the steering wheel to rotate in a first direction based on an initial transmission ratio and the steering angle of the steering wheel end, determine the current steering angle of the steering wheel as a first jamming angle; a steering wheel rotation module, configured to set the first end angle as a steering target point, and based on the steering target point, control the steering wheel to rotate in a second direction, and monitor whether there is jamming during the rotation of the steering wheel. The first end angle is the maximum steering angle corresponding to the second direction in the first end angle range, and the second direction is opposite to the first direction; an unjammed angle determination module, configured to form an unjammed angle range of the steering wheel with the first jamming angle and the first end angle, or the first jamming angle and a second jamming angle, and calculate a target transmission ratio based on the second end angle range and the unjammed angle range, where the second jamming angle is the steering angle corresponding to detecting a steering wheel jamming signal during the rotation of the steering wheel along the second steering wheel; a direction alignment module, configured to determine a target angle based on the target transmission ratio and the steering angle of the steering wheel end, and control the steering wheel to rotate the target angle in the first direction so that the steering angle of the steering wheel is aligned with the steering angle of the steering wheel end.

[0018] In an alternative embodiment, the unjammed angle determination module includes: a magnification factor calculation unit, configured to divide the first end angle range by the unjammed angle range to obtain a transmission ratio magnification factor; a to-be-measured transmission ratio calculation unit, configured to multiply the transmission ratio magnification factor by the initial transmission ratio to obtain a to-be-measured transmission ratio; a target transmission ratio calculation unit, configured to calculate a target transmission ratio based on the second end angle range and the unjammed angle range when the to-be-measured transmission ratio is within a preset transmission ratio standard range.

[0019] Third aspect, the present invention provides a vehicle, which stores a first end angle range and a second end angle range corresponding to the steering wheel and the steering wheel end respectively. It includes a controller, and the controller includes: a memory and a processor, which are communicatively connected to each other. The memory stores computer instructions, and the processor executes the computer instructions to execute the steering angle alignment method for the steering wheel and the steering wheel end according to the first aspect or any corresponding embodiment thereof.

[0020] Fourth aspect, the present invention provides a computer-readable storage medium, on which computer instructions are stored. The computer instructions are used to cause a computer to execute the steering angle alignment method for the steering wheel and the steering wheel end according to the first aspect or any corresponding embodiment thereof.

[0021] The steering angle alignment method between the steering wheel and the steering wheel end provided by the present invention, in response to detecting a steering wheel jamming signal during the process of controlling the steering wheel to rotate in the first direction based on the initial transmission ratio and the steering angle of the steering wheel end, determines the current steering angle of the steering wheel as the first jamming angle; sets the first end angle as the steering target point, and based on the steering target point, controls the steering wheel to rotate in the second direction, and monitors whether there is jamming during the rotation of the steering wheel, forms an unjammed angle range of the steering wheel with the first jamming angle and the first end angle, or the first jamming angle and the second jamming angle, calculates the target transmission ratio based on the second end angle range and the unjammed angle range, determines the target angle based on the target transmission ratio and the steering angle of the steering wheel end, and controls the steering wheel to rotate the target angle in the first direction so that the steering angle of the steering wheel is aligned with the steering angle of the steering wheel end, ensuring that the vehicle can still drive safely when the steering wheel jams and improving the reliability and safety of the steer-by-wire system. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] In order to more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the following will briefly introduce the drawings required for the description of the specific embodiments or the prior art. Obviously, the following drawings are some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0023] Figure 1 is a schematic diagram of the principle of a steer-by-wire system according to an embodiment of the present invention;

[0024] Figure 2 is a schematic diagram of the structure of a steer-by-wire system according to an embodiment of the present invention;

[0025] Figure 3 is a schematic flowchart of a steering angle alignment method between the steering wheel and the steering wheel end according to an embodiment of the present invention;

[0026] Figure 4 is a schematic diagram of identifying the steering wheel jamming position according to an embodiment of the present invention;

[0027] Figure 5 is a schematic flowchart of another steering angle alignment method between the steering wheel and the steering wheel end according to an embodiment of the present invention;

[0028] Figure 6 is a schematic diagram of identifying the unjammed angle range according to an embodiment of the present invention;

[0029] Figure 7 is a schematic diagram of the curve of the steering wheel end motor response changing with the transmission ratio according to an embodiment of the present invention;

[0030] Figure 8 is a logical example diagram of a method for aligning the steering angles of a steering wheel and a steering wheel end according to an embodiment of the present invention;

[0031] Figure 9 is a structural block diagram of a vehicle according to an embodiment of the present invention;

[0032] Figure 10 is a structural block diagram of a device for aligning the steering angles of a steering wheel and a steering wheel end according to an embodiment of the present invention;

[0033] Figure 11 is a schematic diagram of the hardware structure of a controller according to an embodiment of the present invention.

[0034] In the figure, there are a steering wheel 1, a road feel motor (upward rotation) 2, a steering column 3, a steering wheel angle sensor 4, a controller (control unit (Electronic Control Unit, ECU)) 5, a steering system signal set 6, a steering wheel end motor (downward rotation) 7, a rack 8, a rack displacement sensor 9, and a steering wheel 10. Detailed implementation manners

[0035] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. Apparently, the described embodiments are some, but not all, of the embodiments of the present invention. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0036] As Figure 1 shown, the steer-by-wire system of the vehicle includes a steering wheel 1, a road feel motor (upward rotation) 2, a steering column 3, a steering wheel angle sensor 4, a controller (control unit (Electronic Control Unit, ECU)) 5, a steering system signal set 6, a steering wheel end motor (downward rotation) 7, a rack 8, a rack displacement sensor 9, and a steering wheel 10. The steer-by-wire system transmits the driver's steering intention to the steering actuator through electronic signals rather than physical connections, realizing the transformation of the steering system from a mechanical structure to an electrified and intelligent one. However, since there is no mechanical connection between the steering wheel and the steering wheel end in the steer-by-wire system, when the steering wheel gets stuck due to mechanical failures or other reasons, the upward and downward rotations cannot be angle-aligned and the vehicle cannot be operated. Therefore, it is necessary to consider an emergency control strategy based on the scenario of steering wheel jamming to ensure the vehicle can drive safely in an emergency.

[0037] According to an embodiment of the present invention, there is provided an embodiment of a method for aligning the steering angles of a steering wheel and a steering wheel end. It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. And although the logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in a different order than here.

[0038] In this embodiment, a method for aligning the steering angles of a steering wheel and a steering wheel end is provided, which is applied to a vehicle. As Figure 2 shown, the steer-by-wire system of the vehicle may include, but is not limited to, an end protection module, a fault diagnosis module, a signal processing module, a variable gear ratio module, a steering wheel motor control module, and a controller. Among them, the end protection module can store and set the first end angle range and the second end angle range corresponding to the steering wheel and the steering wheel end in the steer-by-wire system respectively. The first end angle range is calculated based on the left and right extreme positions of the rack at the steering wheel end and the initial gear ratio, so as to achieve precise control of the vehicle's steering limit angle. The fault diagnosis module can obtain the fault information in the steer-by-wire system, including but not limited to the steering wheel jamming and stalling fault, and can send a steering wheel jamming signal to the controller. The signal processing module can obtain various sensor data, including but not limited to the steering angles of the steering wheel and the steering wheel end respectively. The variable gear ratio module can obtain and set the gear ratio in the steer-by-wire system. The steering wheel motor control module can control the upper rotation motor to rotate to the target angle based on the target angle signal determined by the controller based on the method for aligning the steering angles of the steering wheel and the steering wheel end, so as to align the steering angle of the steering wheel with the steering angle of the steering wheel end. Figure 3 It is a flowchart of the method for aligning the steering angles of a steering wheel and a steering wheel end according to an embodiment of the present invention. As Figure 3 shown, the process includes the following steps:

[0039] Step S301, in response to detecting a steering wheel jamming signal during the process of controlling the steering wheel to rotate in the first direction based on the initial gear ratio and the steering angle of the steering wheel end, determine the current steering angle of the steering wheel as the first jamming angle.

[0040] After the vehicle in the embodiment of the present invention is powered on, it can first obtain the steering angle of the steering wheel end, and determine the initial upper rotation target angle based on the initial gear ratio, and then control the steering wheel to rotate in the first direction to synchronize the steering angles. If a steering wheel jamming signal sent by the fault diagnosis module is received during the process of controlling the steering wheel to rotate in the first direction, the current steering angle of the steering wheel can be obtained through the signal processing module, and then the angular position of the steering wheel jamming can be identified to obtain the first jamming angle.

[0041] The situations of steering wheel jamming include the following two situations. As Figure 4As shown, the first jamming angle is determined to be at the steering wheel jamming point. The left part of the steering wheel jamming point is the jamming scenario where the movement trajectory of the steering wheel from left to right passes through the jamming point; the right part of the steering wheel jamming point is the jamming scenario where the movement trajectory of the steering wheel from right to left passes through the jamming point.

[0042] Step S302: Set the first end angle as the steering target point, and based on the steering target point, control the steering wheel to rotate in the second direction, and monitor whether there is jamming during the rotation of the steering wheel.

[0043] Among them, the first end angle is the maximum steering angle corresponding to the second direction in the first end angle range, and the second direction is opposite to the first direction.

[0044] After determining the first jamming angle in the embodiment of the present invention, the first end angle can be set as the steering target point. Among them, the first end angle is the maximum steering angle corresponding to the second direction in the first end angle range. As Figure 4 shown, if the first direction is the rotation direction from left to right, then the second direction is the rotation direction from right to left, and the corresponding first end angle is the left end of the steering wheel. Similarly, if the first direction of rotation is from right to left, then the first end angle is the right end of the steering wheel. Then, based on the steering target point, control the steering wheel to rotate in the second direction, and monitor whether there is jamming during the rotation of the steering wheel.

[0045] Step S303: Combine the first jamming angle and the first end angle, or the first jamming angle and the second jamming angle to form the non-jamming angle range of the steering wheel, and calculate the target transmission ratio based on the second end angle range and the non-jamming angle range.

[0046] Among them, the second jamming angle is the steering angle corresponding to when the steering wheel jamming signal is detected during the rotation of the steering wheel along the second steering wheel.

[0047] In the embodiment of the present invention, if no steering wheel jamming signal is detected when the steering wheel is controlled to rotate to the steering target point, the first jamming angle and the first end angle are combined to form the non-jamming angle range of the steering wheel. Or, if a steering wheel jamming signal is detected during the process of controlling the steering wheel to rotate to the steering target point, the second jamming angle corresponding to the detected steering wheel jamming signal is obtained, and the first jamming angle and the second jamming angle are combined to form the non-jamming angle range of the steering wheel. Then, the target transmission ratio can be calculated based on the second end angle range and the non-jamming angle range, and the target transmission ratio is set to the steer-by-wire system through the variable transmission ratio module.

[0048] Step S304: Based on the target transmission ratio and the steering angle at the steering wheel end, determine the target angle, and control the steering wheel to rotate the target angle in the first direction so that the steering angle of the steering wheel is aligned with the steering angle at the steering wheel end.

[0049] In an embodiment of the present invention, the actual steering angle of the steering wheel end can be obtained according to the signal processing module, and the target angle of the steering wheel when the steering angles of the steering wheel and the steering wheel end are aligned can be calculated through the target transmission ratio, and the steering wheel motor control module is driven to rotate the steering wheel to the target angle along the first direction to achieve up-and-down rotation synchronization, so as to perform manual safe driving.

[0050] For the method for aligning the steering angles of the steering wheel and the steering wheel end provided by the present invention, in response to detecting a steering wheel jamming signal during the process of controlling the steering wheel to rotate along the first direction based on the initial transmission ratio and the steering angle of the steering wheel end, the current steering angle of the steering wheel is determined as the first jamming angle; the first end angle is set as the steering target point, and based on the steering target point, the steering wheel is controlled to rotate along the second direction, and whether there is jamming during the rotation of the steering wheel is monitored. The first jamming angle and the first end angle, or the first jamming angle and the second jamming angle form the non-jamming angle range of the steering wheel, and based on the second end angle range and the non-jamming angle range, the target transmission ratio is calculated. Based on the target transmission ratio and the steering angle of the steering wheel end, the target angle is determined, and the steering wheel is controlled to rotate the target angle along the first direction so that the steering angle of the steering wheel is aligned with the steering angle of the steering wheel end, ensuring that the vehicle can still drive safely when the steering wheel jams, and improving the reliability and safety of the steer-by-wire system.

[0051] In this embodiment, a method for aligning the steering angles of the steering wheel and the steering wheel end is provided, which is applied to a vehicle. The vehicle stores a first end angle range and a second end angle range corresponding to the steering wheel and the steering wheel end respectively. Figure 5 It is a flowchart of the method for aligning the steering angles of the steering wheel and the steering wheel end according to an embodiment of the present invention, as Figure 5 shown. The process includes the following steps:

[0052] Step S501, in response to detecting a steering wheel jamming signal during the process of controlling the steering wheel to rotate along the first direction based on the initial transmission ratio and the steering angle of the steering wheel end, the current steering angle of the steering wheel is determined as the first jamming angle. For details, please refer to Figure 3 step S301 of the embodiment shown, which will not be elaborated here.

[0053] Step S502, the first end angle is set as the steering target point, and based on the steering target point, the steering wheel is controlled to rotate along the second direction, and whether there is jamming during the rotation of the steering wheel is monitored. The first end angle is the maximum steering angle corresponding to the second direction in the first end angle range, and the second direction is opposite to the first direction. For details, please refer to Figure 3 step S302 of the embodiment shown, which will not be elaborated here.

[0054] Step S503: The first stuck angle and the first end angle, or the first stuck angle and the second stuck angle, form an unstuck angle range of the steering wheel, and calculate a target transmission ratio based on the second end angle range and the unstuck angle range.

[0055] The second stuck angle is a steering angle corresponding to when a steering wheel stuck signal is detected during the process of the steering wheel rotating along the second steering wheel.

[0056] In an optional embodiment, the first stuck angle and the first end angle, or the first stuck angle and the second stuck angle, are combined into an unstuck angle range of the steering wheel, including: when the steering wheel is rotated to the turning target point along the second direction and no steering wheel stuck signal is detected, the first stuck angle and the first end angle are combined into an unstuck angle range of the steering wheel, or, when a steering wheel stuck signal is detected during the rotation of the steering wheel along the second direction, the steering wheel steering angle corresponding to the time when the steering wheel stuck signal is detected is determined as the second stuck angle; the first stuck angle and the second stuck angle are combined into an unstuck angle range of the steering wheel.

[0057] In an embodiment of the present invention, if the steering wheel is rotated along the second direction to the turning target point and no steering wheel stuck signal is detected, the first stuck angle and the first end angle may be combined into an unstuck angle range of the steering wheel; or, if a steering wheel stuck signal is detected during the rotation of the steering wheel along the second direction, the steering wheel steering angle corresponding to when the steering wheel stuck signal is detected may be determined as the second stuck angle, and the first stuck angle may be combined into an unstuck angle range of the steering wheel.

[0058] In a specific embodiment, Figure 6 As shown, assuming that after the vehicle is powered on, the initial angle of the steering wheel is at any angle between EC, and the upward turning position angle of the steering wheel end is at any angle between CF, the wire steering system will trigger the steering wheel motor control module to drive the steering wheel motor to rotate in the CF direction until the upper and lower turning angles are aligned. When the steering wheel is rotated to point C and is stuck and cannot be aligned with the steering wheel angle equivalent to the steering wheel end, the end position opposite to the steering wheel speed direction, that is, the left end angle position of the steering wheel can be obtained through the end protection module, and then the steering wheel motor is driven to rotate in the CE direction (counterclockwise) through the steering wheel motor control module. If point E is successfully reached from point C, the angle in the CE range is determined as the unstuck angle range.

[0059] like Figure 6As shown, it is assumed that after the vehicle is powered on, the initial angle of the steering wheel is at any angle between B and C, and the equivalent steering wheel position angle at the steering wheel end is at any angle between C and E. Then, the steer-by-wire system will trigger the steering wheel motor control module to drive the steering wheel motor to rotate along the CE direction until the steering angles of the steering wheel and the steering wheel end are aligned. When the steering wheel rotates to point C and gets stuck and cannot reach the equivalent steering wheel position angle at the steering wheel end, the end position opposite to the steering wheel rotation speed can be obtained through the end protection module, which is the right end angle position of the steering wheel at point F. Then, the steering wheel motor control module can be used to drive the steering wheel motor to rotate along the CF direction. If it gets stuck again during the movement from point C to point F, for example, point D is the second stuck point, then the first stuck angle and the second stuck angle are taken as the non-stuck angle range, that is, the angle in the CD range is the non-stuck angle range, just for example.

[0060] The present invention distinguishes whether a stuck signal is detected when the steering wheel rotates in the second direction, and adopts different methods to determine the non-stuck angle range, so as to accurately define the angle range of the steering wheel during normal rotation according to the actual situation, providing a clear basis for judging whether the steering wheel is in a stuck state.

[0061] Furthermore, based on the correspondence between the direction identifier and the angle value symbol corresponding to the preset steering wheel, as well as the magnitudes of the first stuck angle and the first end angle, the first stuck angle is set as the left end angle position or the right end angle position, and the corresponding first end angle is set as the right end angle position or the left end angle position to form the non-stuck angle range of the steering wheel. Or, based on the correspondence between the direction identifier and the angle value symbol corresponding to the preset steering wheel, as well as the magnitudes of the first stuck angle and the second stuck angle, the first stuck angle is set as the left end angle position or the right end angle position, and the corresponding second stuck angle is set as the right end angle position or the left end angle position to form the non-stuck angle range of the steering wheel.

[0062] In the embodiment of the present invention, the non-stuck angle range can be determined as the new end angle range of the steering wheel. Then, the left and right ends can be reset based on the non-stuck angle. Assume that the steering wheel angle direction is positive on the left and negative on the right, the first stuck point is a, and the first end angle or the second stuck angle is b. If a < b, then a is the right end angle position and b is the left end angle position; if a < b, then a is the left end angle position and b is the right end angle position. Similarly, if the steering wheel angle direction is negative on the left and positive on the right, the angle positions are opposite.

[0063] The present invention sets the end angle position based on the preset correspondence between the direction identifier and the angle value symbol, which can establish a unified and clear angle identification specification in the whole system. In any case, the description and understanding of the steering wheel angle are consistent, avoiding errors and misunderstandings caused by chaotic angle representation.

[0064] Specifically, the above step S503 includes:

[0065] Step S5031: Divide the first end angle range by the non-stuck angle range to obtain a transmission ratio amplification coefficient.

[0066] Step S5032: Multiply the transmission ratio amplification coefficient by the initial transmission ratio to obtain the transmission ratio to be measured.

[0067] Step S5033: When the transmission ratio to be measured is within the preset transmission ratio standard range, calculate the target transmission ratio based on the second end angle range and the non-stuck angle range.

[0068] In the embodiment of the present invention, the first end angle range of the steering wheel stored in the end protection module can be divided by the non-stuck angle range to obtain the transmission ratio amplification coefficient corresponding to the current non-stuck angle range, which can be denoted as x. The initial transmission ratio is obtained from the variable transmission ratio module and multiplied by the transmission ratio amplification coefficient to obtain the transmission ratio K2 to be measured, that is, K2 = K1 * x. Considering that in a steer-by-wire system, the motor at the steering wheel end is limited by the motor's ability value and will cause a large delay during rapid large-angle rotation. Therefore, when the transmission ratio is too large, a slight change in the steering angle of the steering wheel will cause the angle change of the motor at the steering wheel end to be too large and the response time of the motor at the steering wheel end to be too long, resulting in safety risks. For example, when the transmission ratio is 100:1, when the steering wheel turns 1 degree, the lower wheel end turns 100 degrees. Then, a slight fluctuation of the steering wheel will cause the motor at the wheel end to rotate rapidly at a large angle, and its change trend is roughly as Figure 7 shown. Therefore, it can be judged whether the transmission ratio to be measured is within the preset transmission ratio standard range, where the preset transmission ratio standard coefficient can be set by the staff according to the actual vehicle safety response requirements and is not limited. When the transmission ratio to be measured is within the preset transmission ratio standard range, it indicates that the non-stuck angle range is the available angle range, and then the target transmission ratio can be calculated based on the second end angle range and the non-stuck angle range.

[0069] The present invention only performs subsequent calculations when ensuring that the transmission ratio of the steer-by-wire system is within a safe and reliable range, effectively avoiding safety hazards such as vehicle steering out of control that may be caused by abnormal conditions such as too large a transmission ratio, and ensuring the safety during the vehicle driving process.

[0070] Further, the transmission ratio standard range is obtained through the following steps: Based on the relationship region between the motor response time and the motor speed in the preset steering wheel end and the safety response time range of the steer-by-wire system, obtain the first safety speed range of the steering wheel end; obtain the second safety speed range of the preset steering wheel; calculate the transmission ratio standard range based on the first safety speed range and the second safety speed range.

[0071] The present invention can obtain the relationship curve values of the motor response time and the motor speed according to the model of the motor at the steering wheel end from the motor manufacturer, or obtain data through experimental tests, and then calculate the conversion relationship between the steering wheel speed and the wheel end speed according to the transmission ratio relationship, ω rw = k * ω hw , where ω hw is the steering wheel speed, the second safe speed range can be obtained according to the common sense of the automotive industry, k is the transmission ratio, and ω rw is the wheel end speed, and the first safe speed range can be obtained by looking up the table according to the relationship curve of the motor response time and the motor speed and the safe response time of the steering system. Then, according to the first steering wheel speed range and the second safe speed range, the standard range of the transmission ratio can be calculated.

[0072] By considering the relationship area between the motor response time and the motor speed in the preset steering wheel end and the safe response time range of the steer-by-wire system, the present invention obtains the first safe speed range of the steering wheel end, which can ensure that the steering wheel operates within a safe speed range, helps prevent safety problems such as vehicle steering out of control caused by too fast or too slow steering wheel speed, and guarantees the safety of vehicle driving. At the same time, by obtaining the second safe speed range of the preset steering wheel, the speed is further limited from the steering wheel end, which double-guarantees that the entire steer-by-wire system operates within a safe speed range.

[0073] In an alternative embodiment, calculating the target transmission ratio based on the second end angle range and the non-stuck angle range includes: calculating a first angle difference between the two end angles in the second end angle range; calculating a second angle difference between the two end angles in the non-stuck angle range; and dividing the first angle difference by the second angle difference to obtain the target transmission ratio.

[0074] The embodiment of the present invention can calculate the first angle difference between the two end angles in the second end angle range, calculate the second angle difference between the two end angles in the non-stuck angle range, and then divide the first angle difference by the second angle difference to obtain the target transmission ratio.

[0075] In the actual steer-by-wire system of the present invention, only the differences between the end angles of the two angle ranges need to be calculated respectively, and then a division operation is performed to obtain the target transmission ratio. This calculation method has relatively low requirements for the computing power of the hardware, is easy to implement, does not require complex algorithms and a large amount of computing resources, and reduces the costs of system development and operation.

[0076] Step S504, based on the target transmission ratio and the steering angle of the steering wheel end, determine the target angle, and control the steering wheel to rotate in the first direction by the target angle so that the steering angle of the steering wheel is aligned with the steering angle of the steering wheel end. For details, please refer to Figure 3Step S304 of the illustrated embodiment will not be elaborated herein.

[0077] In a specific embodiment, as Figure 8 shown, when a steering wheel jamming signal is detected during the process of turning the steering wheel in the first direction for steering angle synchronization, the current steering angle of the steering wheel can be determined as the angle of the steering wheel jamming point. Based on the first end angle as the steering target point, control the steering wheel to rotate in the second direction, and monitor whether there is jamming during the rotation of the steering wheel. Combine the first jamming angle and the first end angle, or the first jamming angle and the second jamming angle to form the non-jamming angle range of the steering wheel. Then determine the transmission ratio amplification coefficient based on the non-jamming angle range and the first end angle range, and multiply it by the initial transmission ratio to obtain the transmission ratio to be measured. Determine whether the transmission ratio to be measured is within the preset transmission ratio standard range. If the transmission ratio to be measured is within the preset transmission ratio standard range, then determine the non-jamming angle range as the available angle range. After confirming that the non-jamming angle range is available, it is necessary to reset the left and right ends of the system based on the non-jamming angle. Assume that the steering wheel angle direction is positive on the left and negative on the right. a is the angle position of the first jamming point, and b is the angle position of the second jamming point or the first end angle. If a < b, then a is the right end angle position and b is the left end angle position. If a > b, then a is the left end angle position and b is the right end angle position; similarly, if the steering wheel angle direction is negative on the left and positive on the right, it is the opposite; then calculate the target transmission ratio according to the actual left and right end angle ranges and the non-jamming angle range of the lower rotation. Through the actual steering angle of the lower rotation and the target transmission ratio, calculate the target angle when the steering angles of the steering wheel and the steering wheel end are aligned. Finally, drive the steering wheel motor control module to control the upper rotation motor to rotate to the target angle for upper and lower rotation synchronization, thereby performing the artificial safe driving process. For detailed description, please refer to the above embodiments and will not be elaborated herein.

[0078] In this embodiment, a vehicle is also provided. The vehicle stores the first end angle range and the second end angle range corresponding to the steering wheel and the steering wheel end respectively, as Figure 9 shown. The vehicle includes a controller. The controller includes a memory and a processor, which are communicatively connected to each other. The memory stores computer instructions, and the processor executes the computer instructions to execute the above-mentioned method for aligning the steering angles of the steering wheel and the steering wheel end.

[0079] In this embodiment, a device for aligning the steering angles of the steering wheel and the steering wheel end is also provided. This device is used to implement the above embodiments and preferred implementation manners, and those that have been described will not be elaborated herein. As used hereinafter, the term "module" can be a combination of software and / or hardware that can achieve a predetermined function. Although the devices described in the following embodiments are preferably implemented in software, implementation in hardware, or a combination of software and hardware is also possible and contemplated.

[0080] This embodiment provides a steering angle alignment device for the steering wheel and the steering wheel end, which is applied to a vehicle. The vehicle stores a first end angle range and a second end angle range corresponding to the steering wheel and the steering wheel end respectively. As Figure 10 shown, it includes: a jamming angle determination module 1001, which is configured to, in response to detecting a steering wheel jamming signal during the process of controlling the steering wheel to rotate in a first direction based on the initial transmission ratio and the steering angle of the steering wheel end, determine the current steering angle of the steering wheel as the first jamming angle; a steering wheel rotation module 1002, which is configured to set the first end angle as the steering target point, and based on the steering target point, control the steering wheel to rotate in a second direction, and monitor whether there is jamming during the rotation of the steering wheel. The first end angle is the maximum steering angle corresponding to the second direction in the first end angle range, and the second direction is opposite to the first direction; an unjammed angle determination module 1003, which is configured to form an unjammed angle range of the steering wheel by combining the first jamming angle and the first end angle, or the first jamming angle and the second jamming angle, and calculate a target transmission ratio based on the second end angle range and the unjammed angle range, where the second jamming angle is the steering angle corresponding to when a steering wheel jamming signal is detected during the rotation of the steering wheel along the second steering wheel; a direction alignment module 1004, which is configured to determine a target angle based on the target transmission ratio and the steering angle of the steering wheel end, and control the steering wheel to rotate the target angle in the first direction so that the steering angle of the steering wheel is aligned with the steering angle of the steering wheel end.

[0081] In some alternative embodiments, the unjammed angle determination module 1003 includes: a first jamming range forming unit, which is configured to, when the steering wheel rotates to the steering target point in the second direction and no steering wheel jamming signal is detected, form an unjammed angle range of the steering wheel by combining the first jamming angle and the first end angle, or a second jamming range forming unit, which is configured to, when a steering wheel jamming signal is detected during the rotation of the steering wheel in the second direction, determine the steering angle of the steering wheel corresponding to when the steering wheel jamming signal is detected as the second jamming angle; and form an unjammed angle range of the steering wheel by combining the first jamming angle and the second jamming angle.

[0082] In some alternative embodiments, the unjammed angle determination module 1003 includes: a first angle position setting unit, configured to set the first jamming angle as the left end angle position or the right end angle position, and set the corresponding first end angle as the right end angle position or the left end angle position based on the corresponding relationship between the direction identifier and the angle numerical symbol corresponding to the preset steering wheel, as well as the magnitudes of the first jamming angle and the first end angle, so as to form the unjammed angle range of the steering wheel; or a second angle position setting unit, configured to set the first jamming angle as the left end angle position or the right end angle position, and set the corresponding second jamming angle as the right end angle position or the left end angle position based on the corresponding relationship between the direction identifier and the angle numerical symbol corresponding to the preset steering wheel, as well as the magnitudes of the first jamming angle and the second jamming angle, so as to form the unjammed angle range of the steering wheel.

[0083] In some alternative embodiments, the unjammed angle determination module 1003 further includes: a magnification factor calculation unit, configured to divide the first end angle range by the unjammed angle range to obtain a transmission ratio magnification factor; a to-be-measured transmission ratio calculation unit, configured to multiply the transmission ratio magnification factor by the initial transmission ratio to obtain a to-be-measured transmission ratio; a target transmission ratio calculation unit, configured to calculate a target transmission ratio based on the second end angle range and the unjammed angle range when the to-be-measured transmission ratio is within the preset transmission ratio standard range.

[0084] In some alternative embodiments, the transmission ratio standard range is obtained through the following steps: based on the relationship region between the motor response time and the motor speed in the preset steering wheel end and the safety response time range of the steer-by-wire system, obtain the first safety speed range of the steering wheel end; obtain the second safety speed range of the preset steering wheel; calculate the transmission ratio standard range based on the first safety speed range and the second safety speed range.

[0085] In some alternative embodiments, the unjammed angle determination module 1003 further includes: a first angle difference calculation unit, configured to calculate a first angle difference between the two end angles in the second end angle range; a second angle difference calculation unit, configured to calculate a second angle difference between the two end angles in the unjammed angle range; a target transmission ratio calculation unit, configured to divide the first angle difference by the second angle difference to obtain the target transmission ratio.

[0086] The further function descriptions of the above-mentioned modules and units are the same as those in the corresponding embodiments above, and will not be elaborated here.

[0087] The steering wheel and the steering angle alignment device at the steering wheel end in this embodiment are presented in the form of functional units. Here, the unit refers to an ASIC (Application Specific Integrated Circuit) circuit, a processor and a memory that execute one or more software or fixed programs, and / or other devices that can provide the above functions.

[0088] An embodiment of the present invention further provides a controller having the above Figure 10 steering wheel and the steering angle alignment device at the steering wheel end shown.

[0089] Please refer to Figure 11 , Figure 11 which is a schematic structural diagram of a controller provided by an alternative embodiment of the present invention. As shown in Figure 11 , the controller includes: one or more processors 10, a memory 20, and an interface for connecting each component, including a high-speed interface and a low-speed interface. Each component communicates with each other using different buses and can be installed on a common motherboard or installed in other ways as needed. The processor can process instructions executed within the controller, including instructions stored in the memory or on the memory to display graphical information of the GUI on an external input / output device (such as a display device coupled to the interface). In some alternative embodiments, if necessary, multiple processors and / or multiple buses can be used together with multiple memories and multiple memories. Similarly, multiple controllers can be connected, and each device provides part of the necessary operations (for example, as a server array, a set of blade servers, or a multi-processor system). Figure 11 In

[0090] , a processor 10 is taken as an example.

[0091] The memory 20 stores instructions executable by at least one processor 10, so that at least one processor 10 executes the method shown in the above embodiment.

[0092] The memory 20 may include a program storage area and a data storage area. Among them, the program storage area can store an operating system and application programs required for at least one function; the data storage area can store data created according to the use of the controller, etc. In addition, the memory 20 may include a high-speed random access memory, and may also include a non-transitory memory, such as at least one magnetic disk storage device, a flash memory device, or other non-transitory solid-state storage devices. In some alternative embodiments, the memory 20 may optionally include a memory remotely provided with respect to the processor 10, and these remote memories can be connected to the controller through a network. Examples of the above-mentioned network include but are not limited to the Internet, an intranet, a local area network, a mobile communication network, and combinations thereof.

[0093] The memory 20 may include a volatile memory, such as a random access memory; the memory may also include a non-volatile memory, such as a flash memory, a hard disk, or a solid-state drive; the memory 20 may further include a combination of the above types of memories.

[0094] The controller further includes an input device 30 and an output device 40. The processor 10, the memory 20, the input device 30, and the output device 40 can be connected through a bus or other means. Figure 11 Taking connection through a bus as an example.

[0095] The input device 30 can receive input digital or character information, and generate key signal inputs related to the user settings and function controls of the controller, such as a touch screen, a keypad, a mouse, a trackpad, a touchpad, a pointing stick, one or more mouse buttons, a trackball, a joystick, etc. The output device 40 may include a display device, an auxiliary lighting device (such as an LED), and a tactile feedback device (such as a vibration motor), etc. The above-mentioned display device includes but is not limited to a liquid crystal display, a light-emitting diode, a display, and a plasma display. In some alternative embodiments, the display device may be a touch screen.

[0096] Embodiments of the present invention also provide a computer-readable storage medium. The method according to the embodiments of the present invention can be implemented in hardware, firmware, or be implemented as computer code that can be recorded on a storage medium, or be implemented as computer code that is originally stored in a remote storage medium or a non-transitory machine-readable storage medium and downloaded through a network and will be stored in a local storage medium, so that the method described herein can be stored as such software processing on a storage medium using a general-purpose computer, a dedicated processor, or programmable or dedicated hardware. Among them, the storage medium can be a magnetic disk, an optical disk, a read-only memory, a random access memory, a flash memory, a hard disk, or a solid-state drive, etc.; further, the storage medium can also include a combination of the above types of memories. It can be understood that a computer, a processor, a microprocessor controller, or programmable hardware includes a storage component that can store or receive software or computer code. When the software or computer code is accessed and executed by the computer, the processor, or the hardware, the method shown in the above embodiments is implemented.

[0097] A part of the present invention can be applied as a computer program product, for example, computer program instructions. When executed by a computer, through the operation of the computer, the methods and / or technical solutions according to the present invention can be invoked or provided. Those skilled in the art should be able to understand that the forms in which computer program instructions exist in a computer-readable medium include, but are not limited to, source files, executable files, installation package files, etc. Correspondingly, the ways in which computer program instructions are executed by a computer include, but are not limited to: the computer directly executes the instruction, or the computer compiles the instruction and then executes the corresponding compiled program, or the computer reads and executes the instruction, or the computer reads and installs the instruction and then executes the corresponding installed program. Herein, the computer-readable medium can be any available computer-readable storage medium or communication medium accessible by the computer.

[0098] Although the embodiments of the present invention have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the present invention, and such modifications and variations all fall within the scope defined by the appended claims.

Claims

1. A method for aligning the steering angle of a steering wheel and a steering wheel end, characterized in that: Applied to a vehicle, the vehicle stores a first end angle range and a second end angle range corresponding to a steering wheel and a steering wheel end respectively, the method comprising: In response to detecting a steering wheel stuck signal during the process of controlling the steering wheel to rotate in a first direction based on the initial transmission ratio and the steering angle of the steering wheel end, determining a current steering angle of the steering wheel as a first stuck angle; The first end angle is set as a turning target point, and based on the turning target point, the steering wheel is controlled to rotate in a second direction, and whether there is a jam during the steering wheel rotation process is monitored, wherein the first end angle is a maximum steering angle corresponding to the second direction in the first end angle range, and the second direction is opposite to the first direction; The first stuck angle and the first end angle, or the first stuck angle and the second stuck angle, form an unstuck angle range of the steering wheel, and calculate a target transmission ratio based on the second end angle range and the unstuck angle range, wherein the second stuck angle is a steering angle corresponding to when a steering wheel stuck signal is detected during the steering wheel rotation along the second steering wheel; Based on the target transmission ratio and the steering angle of the steering wheel end, a target angle is determined, and the steering wheel is controlled to rotate in a first direction by the target angle so that the steering angle of the steering wheel is aligned with the steering angle of the steering wheel end.

2. The method according to claim 1, characterized in that The step of combining the first stuck angle and the first end angle, or the first stuck angle and the second stuck angle, into an unstuck angle range of the steering wheel comprises: When the steering wheel is rotated in the second direction to the turning target point and no steering wheel stuck signal is detected, the first stuck angle and the first end angle are combined into an unstuck angle range of the steering wheel, or, When a steering wheel stuck signal is detected during the steering wheel rotation in the second direction, a steering wheel steering angle corresponding to the steering wheel stuck signal is determined as a second stuck angle; The first locking angle and the second locking angle constitute an unstuck angle range of the steering wheel.

3. The method according to claim 2, characterized in that The step of combining the first stuck angle and the first end angle, or the first stuck angle and the second stuck angle, into an unstuck angle range of the steering wheel comprises: Based on the correspondence between the direction mark and the angle numerical sign corresponding to the preset steering wheel, and the magnitude of the first stuck angle and the first end angle, the first stuck angle is set to the left end angle position or the right end angle position, and the corresponding first end angle is set to the right end angle position or the left end angle position to form an unstuck angle range of the steering wheel, or, Based on the correspondence between the direction mark and the angle numerical symbol corresponding to the preset steering wheel, and the size of the first stuck angle and the second stuck angle, the first stuck angle is set to the left end angle position or the right end angle position, and the corresponding second stuck angle is set to the right end angle position or the left end angle position to form an unstuck angle range of the steering wheel.

4. The method according to claim 1, characterized in that: The calculating the target transmission ratio based on the second end angle range and the unstuck angle range comprises: Dividing the first end angle range by the unstuck angle range to obtain a transmission ratio magnification factor; Multiplying the transmission ratio magnification factor by the initial transmission ratio to obtain the transmission ratio to be measured; When the transmission ratio to be measured is within a preset transmission ratio standard range, a target transmission ratio is calculated based on the second end angle range and the unstuck angle range.

5. The method according to claim 4, characterized in that The standard range of transmission ratio is obtained by the following steps: Based on a preset relationship region between a motor response time and a motor speed in the steering wheel end and a safe response time range of the steer-by-wire system, a first safe speed range of the steering wheel end is obtained; Obtaining a preset second safe speed range of the steering wheel; A transmission ratio standard range is calculated based on the first safety speed range and the second safety speed range.

6. The method according to claim 1, characterized in that The calculating the target transmission ratio based on the second end angle range and the unstuck angle range comprises: Calculate a first angle difference between two endpoint angles in the second end angle range; Calculate a second angle difference between two endpoint angles in the unstuck angle range; The first angle difference is divided by the second angle difference to obtain a target transmission ratio.

7. A steering angle alignment device for a steering wheel and a steering wheel end, characterized in that: Applied to a vehicle, the vehicle stores a first end angle range and a second end angle range corresponding to a steering wheel and a steering wheel end respectively, and the device comprises: a stuck angle determination module, configured to determine a current steering angle of the steering wheel as a first stuck angle in response to detecting a steering wheel stuck signal during the process of controlling the steering wheel to rotate in a first direction based on an initial transmission ratio and a steering angle of a steering wheel end; A steering wheel rotation module, used to set a first end angle as a turning target point, and based on the turning target point, control the steering wheel to rotate in a second direction, and monitor whether there is a jam during the steering wheel rotation process, wherein the first end angle is a maximum steering angle corresponding to the second direction in the first end angle range, and the second direction is opposite to the first direction; an unstuck angle determination module, configured to form an unstuck angle range of the steering wheel by combining the first stuck angle and the first end angle, or the first stuck angle and the second stuck angle, and calculate a target transmission ratio based on the second end angle range and the unstuck angle range, wherein the second stuck angle is a steering angle corresponding to when a steering wheel stuck signal is detected during the rotation of the steering wheel along the second steering wheel; The direction alignment module is used to determine a target angle based on the target transmission ratio and the steering angle of the steering wheel end, and control the steering wheel to rotate the target angle in a first direction so that the steering angle of the steering wheel is aligned with the steering angle of the steering wheel end.

8. The device according to claim 7, characterized in that The unstuck angle determination module comprises: an amplification factor calculation unit, configured to obtain a transmission ratio amplification factor by dividing the first end angle range by the unstuck angle range; A transmission ratio calculation unit to be measured, used for multiplying the transmission ratio amplification factor by the initial transmission ratio to obtain the transmission ratio to be measured; The target transmission ratio calculation unit is used to calculate the target transmission ratio based on the second end angle range and the unstuck angle range when the transmission ratio to be measured is within a preset transmission ratio standard range.

9. A vehicle, characterized in that: The vehicle stores a first end angle range and a second end angle range corresponding to the steering wheel and the steering wheel end respectively, and includes a controller, the controller includes a memory and a processor, the memory and the processor are communicatively connected to each other, the memory stores computer instructions, and the processor executes the steering angle alignment method of the steering wheel and the steering wheel end described in any one of claims 1 to 6 by executing the computer instructions.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores computer instructions, and the computer instructions are used to enable a computer to execute the steering angle alignment method of the steering wheel and the steering wheel end according to any one of claims 1 to 6.

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