A method and device for aligning steering angle of a steering wheel and a steering wheel end, and a vehicle

Abstract

The present application relates to the technical field of steer-by-wire, and discloses a steering wheel and a steering angle alignment method and device for a steering wheel end and a vehicle. In the process of controlling the steering wheel to rotate in a first direction based on an initial transmission ratio and a steering angle of the steering wheel end, a steering wheel jamming signal is detected, and the current steering angle of the steering wheel is determined as a first jamming angle. The steering wheel is controlled to rotate in a second direction based on the first end angle, and whether jamming exists in the process of steering wheel rotation is monitored. The first jamming angle and the first end angle, or the first jamming angle and a second jamming angle, constitute a non-jamming angle range of the steering wheel, and a target transmission ratio is calculated. 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 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, and the vehicle can still be safely driven when the steering wheel is jammed.

Description

Technical Field

[0001] This invention relates to the field of steer-by-wire technology, specifically to a method, device, and vehicle for aligning the steering angles of a steering wheel and the steering wheel ends. Background Technology

[0002] Steering-by-Wire (SBW) is a new type of automotive steering control system that uses electronic signals to transmit the driver's steering intentions to the steering actuators. This transforms the steering system from a mechanical structure to an electrified and intelligent one. In SBW, the steering wheel is not mechanically connected and can be turned freely after the vehicle is powered off. Therefore, upon powering up, the steering wheel (upward rotation) and the steering wheel ends (downward rotation) need to be aligned and synchronized. However, the environment of the downward-rotating wheel ends is unknown, such as near curbs or sharp objects. If the upward rotation is kept stationary while the downward rotation is aligned with the upward rotation, it can cause damage to the tires or even jamming and burning out the motor. Therefore, a safe and reliable universal angle alignment and synchronization strategy is to synchronize the upward rotation with the downward rotation angle to ensure proper alignment of the upward and downward rotation angles after the vehicle is powered on.

[0003] However, during the process of aligning the upward and downward steering angles, the lack of mechanical connection between the upward and downward steering in the steer-by-wire system can cause the steering wheel to become stuck due to mechanical failure or other reasons, resulting in the inability to align the angles and making it impossible to operate the vehicle, thus affecting safe driving. Summary of the Invention

[0004] In view of this, the present invention provides a method, device and vehicle for aligning the steering angle of the steering wheel and the steering wheel end, so as to solve the problem that the steering wheel is stuck due to mechanical failure or other reasons, resulting in the inability to align the angle and thus 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, applied to a vehicle, wherein 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: responding to detecting a steering wheel jamming signal during the process of controlling the steering wheel to rotate along a first direction based on an initial gear 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 the first end angle as a steering target point, and controlling the steering wheel to rotate along a second direction based on the steering target point, and monitoring whether jamming occurs during the steering wheel rotation, wherein the first end angle is a first... The maximum steering angle corresponding to the second direction within the end angle range, and the second direction is opposite to the first direction; the first locking angle and the first end angle, or the first locking angle and the second locking angle, form the unlocked angle range of the steering wheel, and the target transmission ratio is calculated based on the second end angle range and the unlocked angle range, wherein the second locking angle is the steering angle corresponding to when a steering wheel locking signal is detected during the rotation of the steering wheel along the second steering wheel; based on the target transmission ratio and the steering angle at the steering wheel end, the target angle is determined, and the steering wheel is controlled to rotate along the first direction by the target angle so that the steering angle of the steering wheel is aligned with the steering angle at the steering wheel end.

[0006] The present invention provides a method for aligning the steering angle of a steering wheel and the steering wheel end. 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, the current steering angle of the steering wheel is determined as a first jamming angle. A first end angle is set as a steering target point, and based on the steering target point, the steering wheel is controlled to rotate in a second direction. During the steering wheel rotation, it is monitored whether jamming occurs. The first jamming angle and the first end angle, or the first jamming angle and the second jamming angle, are combined to form a non-jamming angle range for the steering wheel. Based on the second end angle range and the non-jamming angle range, a target transmission ratio is calculated. Based on the target transmission ratio and the steering angle of the steering wheel end, a target angle is determined. The steering wheel is controlled 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. This ensures that the vehicle can still be driven safely when the steering wheel jams, improving the reliability and safety of the steer-by-wire system.

[0007] In one optional embodiment, the step of forming the non-jamming 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, includes: when the steering wheel is rotated in the second direction to the steering target point and no steering wheel jamming signal is detected, forming the non-jamming angle range of the steering wheel by combining the first jamming angle and the first end angle; or, when a steering wheel jamming signal is detected during the rotation of the steering wheel in the second direction, determining the steering angle corresponding to the detection of the steering wheel jamming signal as the second jamming angle; and forming the non-jamming angle range of the steering wheel by combining the first jamming angle and the second jamming angle.

[0008] This invention distinguishes whether a jamming signal is detected when the steering wheel is rotated in a second direction, and uses different methods to determine the non-jamming angle range. This allows for accurate definition of the steering wheel's angle range during normal rotation based on actual conditions, providing a clear basis for determining whether the steering wheel is in a jammed state.

[0009] In one optional implementation, the step of forming the un-jammed angle range of the steering wheel by combining the first locking angle and the first end angle, or the first locking angle and the second locking angle, includes: based on the preset correspondence between the direction indicator and the angle numerical symbol corresponding to the steering wheel, and the magnitude of the first locking angle and the first end angle, setting the first locking angle to the left end angle position or the right end angle position, and setting the corresponding first end angle to the right end angle position or the left end angle position, to form the un-jammed angle range of the steering wheel; or, based on the preset correspondence between the direction indicator and the angle numerical symbol corresponding to the steering wheel, and the magnitude of the first locking angle and the second locking angle, setting the first locking angle to the left end angle position or the right end angle position, and setting the corresponding second locking angle to the right end angle position or the left end angle position, to form the un-jammed angle range of the steering wheel.

[0010] This invention sets the end angle position based on a preset correspondence between direction markings and angle numerical symbols, which can establish a unified and clear angle marking standard throughout the system. Under any circumstances, the description and understanding of the steering wheel angle are consistent, avoiding errors and misunderstandings caused by confusing angle representations.

[0011] In one optional implementation, calculating the target transmission ratio based on the second end angle range and the unjammed angle range includes: dividing the first end angle range by the unjammed angle range to obtain a transmission ratio amplification factor; multiplying the transmission ratio amplification factor by the initial transmission ratio to obtain the transmission ratio to be measured; and calculating the target transmission ratio based on the second end angle range and the unjammed angle range when the transmission ratio to be measured is within a preset transmission ratio standard range.

[0012] This invention only performs subsequent calculations when the transmission ratio of the steer-by-wire system is within a safe and reliable range, effectively avoiding safety hazards such as loss of vehicle steering control that may be caused by abnormal situations such as an excessively large transmission ratio, and ensuring the safety of the vehicle during driving.

[0013] In one optional implementation, the transmission ratio standard range is obtained through the following steps: based on the relationship between the motor response time and the motor speed at the preset steering wheel end and the safe response time range of the steer-by-wire system, a first safe speed range at the steering wheel end is obtained; a second safe speed range at the preset steering wheel is obtained; and the transmission ratio standard range is calculated based on the first safe speed range and the second safe speed range.

[0014] This invention obtains a first safe speed range for the steering wheel by considering the relationship between the motor response time and motor speed at the preset steering wheel end, as well as the safe response time range of the steer-by-wire system. This ensures that the steering wheel operates within a safe speed range, helping to prevent safety issues such as loss of vehicle steering control due to excessively fast or slow steering wheel speed, thus guaranteeing vehicle driving safety. At the same time, it obtains a second safe speed range for the preset steering wheel, further limiting the speed from the steering wheel end, providing double protection that the entire steer-by-wire system operates within a safe speed range.

[0015] In one optional implementation, the step of calculating the target transmission ratio based on the second end angle range and the unjammed 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 unjammed angle range; and dividing the first angle difference by the second angle difference to obtain the target transmission ratio.

[0016] In practical steer-by-wire systems, this invention only requires calculating the difference between the endpoint angles of the two angle ranges and then performing a division operation to obtain the target transmission ratio. This calculation method has relatively low requirements for hardware computing power, is easy to implement, does not require complex algorithms and a large amount of computing resources, and reduces the cost of system development and operation.

[0017] Secondly, the present invention provides a steering angle alignment device for a steering wheel and a steering wheel end, applied to a vehicle, wherein 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, used to detect 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, and determine the current steering angle of the steering wheel as a first jamming angle; and a steering wheel rotation module, used to set the first end angle as a steering target point, and control the steering wheel to rotate in a second direction based on the steering target point, and monitor whether there is jamming during the steering wheel rotation process, wherein the first end angle is a first... The maximum steering angle corresponding to the second direction within the end angle range, and the second direction is opposite to the first direction; the unjammed angle determination module is used to form the 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 to calculate the target transmission ratio based on the second end angle range and the unjammed angle range, wherein 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; the direction alignment module is used to determine the target angle based on the target transmission ratio and the steering angle at the steering wheel end, and to control the steering wheel to rotate the target angle along the first direction so that the steering angle of the steering wheel is aligned with the steering angle at the steering wheel end.

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

[0019] Thirdly, the present invention provides a vehicle that stores a first end angle range and a second end angle range corresponding to the steering wheel and steering wheel ends, respectively. The vehicle includes a controller, which 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 computer instructions to perform the steering angle alignment method of the steering wheel and steering wheel ends described in the first aspect or any corresponding embodiment.

[0020] Fourthly, the present invention provides a computer-readable storage medium storing computer instructions for causing a computer to execute the steering angle alignment method of the steering wheel and steering wheel ends described in the first aspect or any corresponding embodiment thereof.

[0021] The present invention provides a method for aligning the steering angle of a steering wheel and the steering wheel end. 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, the current steering angle of the steering wheel is determined as a first jamming angle. A first end angle is set as a steering target point, and based on the steering target point, the steering wheel is controlled to rotate in a second direction. During the steering wheel rotation, it is monitored whether jamming occurs. The first jamming angle and the first end angle, or the first jamming angle and the second jamming angle, are combined to form a non-jamming angle range for the steering wheel. Based on the second end angle range and the non-jamming angle range, a target transmission ratio is calculated. Based on the target transmission ratio and the steering angle of the steering wheel end, a target angle is determined. The steering wheel is controlled 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. This ensures that the vehicle can still be driven safely when the steering wheel jams, improving the reliability and safety of the steer-by-wire system. Attached Figure Description

[0022] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

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

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

[0025] Figure 3 This is a flowchart illustrating a method for aligning the steering angles of the steering wheel and the steering wheel end according to an embodiment of the present invention.

[0026] Figure 4 This is an example diagram of steering wheel jamming position recognition according to an embodiment of the present invention;

[0027] Figure 5 This is a flowchart illustrating another method for aligning the steering angles of the steering wheel and the steering wheel end according to an embodiment of the present invention.

[0028] Figure 6 This is an example diagram illustrating the identification of the unstuck angle range according to an embodiment of the present invention;

[0029] Figure 7 This is an example diagram showing the change in the steering wheel end motor response as a function of the transmission ratio according to an embodiment of the present invention;

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

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

[0032] Figure 10 This is a structural block diagram of a steering angle alignment device for the steering wheel and steering wheel ends according to an embodiment of the present invention;

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

[0034] In the diagram, the components are: 1. Steering wheel; 2. Road sensor motor (upward rotation); 3. Steering column; 4. Steering wheel angle sensor; 5. Controller (Electronic Control Unit, ECU); 6. Steering system signal set; 7. Steering wheel end motor (downward rotation); 8. Rack; 9. Rack displacement sensor; and 10. Steering wheel. Detailed Implementation

[0035] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0036] like Figure 1 As shown, the vehicle's steer-by-wire system includes a steering wheel 1, a road sensor motor (upward rotation) 2, a steering column 3, a steering wheel angle sensor 4, a controller (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 the steer-by-wire system lacks a mechanical connection between the steering wheel and the steering wheel end, when the steering wheel becomes stuck due to mechanical failure or other reasons, the upward and downward rotation angles cannot be aligned, making driving impossible. Therefore, it is necessary to consider emergency control strategies based on steering wheel stuck scenarios to ensure the vehicle can drive safely in emergencies.

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

[0038] This embodiment provides a method for aligning the steering angle of the steering wheel and the steering wheel end, applicable to vehicles, such as... Figure 2 As shown, the vehicle's steer-by-wire system may include, but is not limited to, an end-of-line protection module, a fault diagnosis module, a signal processing module, a variable gear ratio module, a steering wheel motor control module, and a controller. The end-of-line protection module can store and set a first end-of-line angle range and a second end-of-line angle range corresponding to the steering wheel and steering wheel ends, respectively. The first end-of-line angle range is calculated based on the left and right limit positions of the rack at the steering wheel end and the initial gear ratio, achieving precise control of the vehicle's steering limit angle. The fault diagnosis module can acquire fault information in the steer-by-wire system, including but not limited to steering wheel jamming and stalling faults, and can send a steering wheel jamming signal to the controller. The signal processing module can acquire data from various sensors, including but not limited to the steering angles of the steering wheel and steering wheel ends respectively. The variable gear ratio module can acquire and set the gear ratio in the steer-by-wire system. The steering wheel motor control module can control the upper steering motor to rotate to the target angle based on the target angle signal determined by the controller using a steering wheel and steering wheel end steering angle alignment method, thereby aligning the steering wheel angle with the steering wheel end steering angle. Figure 3 This is a flowchart of a method for aligning the steering angles of the steering wheel and the steering wheel ends according to an embodiment of the present invention, as shown below. Figure 3 As shown, the process includes the following steps:

[0039] Step S301: In response to detecting a steering wheel sticking 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 at the steering wheel end, the current steering angle of the steering wheel is determined as the first sticking angle.

[0040] After the vehicle is powered on in this embodiment of the invention, the steering angle at the steering wheel end can be obtained first, and the initial target angle for upward rotation can be determined based on the initial transmission ratio. Then, the steering wheel is controlled to rotate along the first direction to synchronize the steering angle. If a steering wheel jamming signal sent by the fault diagnosis module is received during the process of controlling the steering wheel to rotate along the first direction, the current steering angle of the steering wheel can be obtained through the signal processing module, and then the angle position of the steering wheel jamming can be identified to obtain the first jamming angle.

[0041] Steering wheel sticking can occur in the following two situations: Figure 4As shown, the first jamming angle is determined to be the jamming point of the steering wheel. The left part of the jamming point is the jamming scene where the movement trajectory of the steering wheel from left to right passes through the jamming point; the right part of the jamming point is the jamming scene 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 any jamming during the steering wheel rotation.

[0043] Wherein, the first end angle is the maximum turning angle corresponding to the second direction within the range of the first end angle, and the second direction is opposite to the first direction.

[0044] In this embodiment of the invention, after determining the first jamming angle, the first end angle can be set as the steering target point, wherein the first end angle is the maximum steering angle corresponding to the second direction within the range of the first end angle, such as... Figure 4 As shown, if the first direction is a rotation direction from left to right, then the second direction is a 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 is a rotation direction from right to left, then the first end angle is the right end of the steering wheel. Based on the steering target point, the steering wheel is controlled to rotate along the second direction, and the presence of any jamming during the steering wheel rotation is monitored.

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

[0046] The second locking angle is the steering angle corresponding to the detection of a steering wheel locking signal during the rotation of the steering wheel along the second steering wheel.

[0047] In this embodiment of the invention, if no steering wheel jamming signal is detected when the steering wheel is rotated to the target steering point, the first jamming angle and the first end angle are combined to form the non-jamming angle range of the steering wheel. Alternatively, if a steering wheel jamming signal is detected during the process of rotating the steering wheel to the target steering 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, based on the second end angle range and the non-jamming angle range, the target transmission ratio can be calculated, and the target transmission ratio can be 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 along 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 this embodiment of the invention, the actual steering angle of the steering wheel end can be obtained by 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 by the target transmission ratio. The steering wheel motor control module is then driven to rotate the steering wheel along the first direction to the target angle to achieve synchronous up and down rotation, thereby enabling safe manual driving.

[0050] The present invention provides a method for aligning the steering angle of a steering wheel and the steering wheel end. 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, the current steering angle of the steering wheel is determined as a first jamming angle. A first end angle is set as a steering target point, and based on the steering target point, the steering wheel is controlled to rotate in a second direction. During the steering wheel rotation, it is monitored whether jamming occurs. The first jamming angle and the first end angle, or the first jamming angle and the second jamming angle, are combined to form a non-jamming angle range for the steering wheel. Based on the second end angle range and the non-jamming angle range, a target transmission ratio is calculated. Based on the target transmission ratio and the steering angle of the steering wheel end, a target angle is determined. The steering wheel is controlled 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. This ensures that the vehicle can still be driven safely when the steering wheel jams, improving the reliability and safety of the steer-by-wire system.

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

[0052] Step S501: In response to detecting a steering wheel sticking signal during the process of controlling the steering wheel to rotate in a first direction based on the initial gear ratio and the steering angle at the steering wheel end, the current steering angle of the steering wheel is determined as the first sticking angle. See details below. Figure 3 Step S301 of the illustrated embodiment will not be described again here.

[0053] Step S502: Set the first end angle as the steering target point, and based on the steering target point, control the steering wheel to rotate along the second direction, and monitor whether there is any jamming during the steering wheel rotation. The first end angle is the maximum steering angle corresponding to the second direction within the range of the first end angle, and the second direction is opposite to the first direction. For details, please refer to [link to details]. Figure 3 Step S302 of the illustrated embodiment will not be described again here.

[0054] Step S503: Combine the first locking angle and the first end angle, or the first locking angle and the second locking angle, to form the unlocked angle range of the steering wheel, and calculate the target transmission ratio based on the second end angle range and the unlocked angle range.

[0055] The second locking angle is the steering angle corresponding to the detection of a steering wheel locking signal during the rotation of the steering wheel along the second steering wheel.

[0056] In one optional embodiment, the first locking angle and the first end angle, or the first locking angle and the second locking angle, are combined to form the non-locking angle range of the steering wheel, including: when the steering wheel is rotated in the second direction to the steering target point and no steering wheel locking signal is detected, the first locking angle and the first end angle are combined to form the non-locking angle range of the steering wheel; or, when a steering wheel locking signal is detected during the rotation of the steering wheel in the second direction, the steering angle corresponding to the detection of the steering wheel locking signal is determined as the second locking angle; the first locking angle and the second locking angle are combined to form the non-locking angle range of the steering wheel.

[0057] In this embodiment of the invention, if the steering wheel is rotated to the steering target point in the second direction and no steering wheel jamming signal is detected, the first jamming angle and the first end angle can be combined to form the non-jamming angle range of the steering wheel. Alternatively, if a steering wheel jamming signal is detected during the rotation of the steering wheel in the second direction, the steering angle corresponding to when the steering wheel jamming signal is detected can be determined as the second jamming angle, and the first jamming angle can be combined to form the non-jamming angle range of the steering wheel.

[0058] In specific embodiments, such as Figure 6 As shown, assuming that after the vehicle is powered on, the initial angle of the steering wheel is located at any angle between EC, and the upward turning position angle of the steering wheel end is located at any angle between CF, the steer-by-wire system will trigger the steering wheel motor control module to drive the steering wheel motor to rotate along the CF direction until the upward and downward turning angles are aligned. When the steering wheel is stuck at point C and cannot be aligned with the equivalent steering wheel angle of the steering wheel end, the end protection module can obtain the end position opposite to the direction of the steering wheel rotation, that is, the left end angle position of the steering wheel. Then, the steering wheel motor control module drives the steering wheel motor to rotate along the CE direction (counterclockwise). If it successfully reaches point E from point C, the angle within the CE range is determined as the unstuck angle range.

[0059] like Figure 6As shown, assuming that after the vehicle is powered on, the initial angle of the steering wheel is located at any angle between BC, and the equivalent steering wheel position angle at the steering wheel end is located at any angle between CE, 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 is stuck at point C and cannot reach the equivalent steering wheel position angle at the steering wheel end, the end protection module can obtain the end position opposite to the direction of the steering wheel rotation, which is the right end angle position of the steering wheel at point F. Then, the steering wheel motor control module can 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 angles in the CD range are the non-stuck angle range. This is only an example.

[0060] This invention distinguishes whether a jamming signal is detected when the steering wheel is rotated in a second direction, and uses different methods to determine the non-jamming angle range. This allows for accurate definition of the steering wheel's angle range during normal rotation based on actual conditions, providing a clear basis for determining whether the steering wheel is in a jammed state.

[0061] Furthermore, based on the preset correspondence between the direction markings and angle numerical symbols corresponding to the steering wheel, and the magnitudes of the first locking angle and the first end angle, the first locking 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 the unlocked angle range of the steering wheel; or, based on the preset correspondence between the direction markings and angle numerical symbols corresponding to the steering wheel, and the magnitudes of the first locking angle and the second locking angle, the first locking angle is set to the left end angle position or the right end angle position, and the corresponding second locking angle is set to the right end angle position or the left end angle position, to form the unlocked angle range of the steering wheel.

[0062] In this embodiment of the invention, the unstuck angle range can be determined as the new end angle range of the steering wheel. The left and right ends can then be reset based on the unstuck angle. Assuming the steering wheel angle direction is left positive and right negative, 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 left negative and right positive, then the angle positions are reversed.

[0063] This invention sets the end angle position based on a preset correspondence between direction markings and angle numerical symbols, which can establish a unified and clear angle marking standard throughout the system. Under any circumstances, the description and understanding of the steering wheel angle are consistent, avoiding errors and misunderstandings caused by confusing angle representations.

[0064] Specifically, step S503 includes:

[0065] Step S5031: Divide the first end angle range by the unstuck angle range to obtain the transmission ratio amplification factor.

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

[0067] Step S5033: When the transmission ratio to be tested is within the preset transmission ratio standard range, the target transmission ratio is calculated based on the second end angle range and the unjammed angle range.

[0068] In this embodiment of the invention, the first end angle range of the steering wheel stored in the end protection module can be divided by the unjammed angle range to obtain the transmission ratio amplification factor corresponding to the current unjammed 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 factor to obtain the transmission ratio to be measured, K2, i.e., K2 = K1 * x. Considering that in the steer-by-wire system, the steering wheel motor is limited by its capacity and will cause a large delay when rotating at a large angle. Therefore, when the transmission ratio is too large, even a small change in the steering wheel angle will cause the steering wheel motor angle to change too much and the response time of the steering wheel motor to be too long, resulting in a safety risk. For example, when the transmission ratio is 100:1, if the steering wheel turns 1 degree, the lower wheel motor turns 100 degrees. Then, even a slight fluctuation in the steering wheel will cause the wheel motor to rotate rapidly at a large angle. The trend of change is roughly as follows. Figure 7 As shown, it can be determined whether the transmission ratio to be tested is within the preset transmission ratio standard range. 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 tested is within the preset transmission ratio standard range, it means that the unblocked angle range is the usable angle range. Only then can the target transmission ratio be calculated based on the second end angle range and the unblocked angle range.

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

[0070] Furthermore, the standard range of the transmission ratio is obtained through the following steps: based on the relationship between the motor response time and the motor speed at the preset steering wheel end and the safe response time range of the steer-by-wire system, the first safe speed range at the steering wheel end is obtained; the second safe speed range of the preset steering wheel is obtained; and the standard range of the transmission ratio is calculated based on the first safe speed range and the second safe speed range.

[0071] This invention can obtain the relationship curve between motor response time and motor speed from the motor manufacturer based on the model of the steering wheel-end motor, or it can obtain data through experimental testing. Then, based on the transmission ratio, the conversion relationship between steering wheel speed and wheel-end speed can be calculated, ω. rw =k*ω hw , where ω hw The steering wheel speed is given, and the second safe speed range can be obtained based on automotive industry common sense. k is the gear ratio, and ω is the steering wheel speed. rw The first safe speed range can be obtained by referring to a table based on the relationship curve between the motor response time and the motor speed and the safe response time of the steering system. Then, the standard range of the transmission ratio can be calculated based on the first steering wheel speed range and the second safe speed range.

[0072] This invention obtains a first safe speed range for the steering wheel by considering the relationship between the motor response time and motor speed at the preset steering wheel end, as well as the safe response time range of the steer-by-wire system. This ensures that the steering wheel operates within a safe speed range, helping to prevent safety issues such as loss of vehicle steering control due to excessively fast or slow steering wheel speed, thus guaranteeing vehicle driving safety. At the same time, it obtains a second safe speed range for the preset steering wheel, further limiting the speed from the steering wheel end, providing double protection that the entire steer-by-wire system operates within a safe speed range.

[0073] In one optional implementation, the target transmission ratio is calculated based on the second end angle range and the unjammed angle range, including: 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 unjammed angle range; and dividing the first angle difference by the second angle difference to obtain the target transmission ratio.

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

[0075] In practical steer-by-wire systems, this invention only requires calculating the difference between the endpoint angles of the two angle ranges and then performing a division operation to obtain the target transmission ratio. This calculation method has relatively low requirements for hardware computing power, is easy to implement, does not require complex algorithms and a large amount of computing resources, and reduces the cost of system development and operation.

[0076] Step S504: Based on the target gear ratio and the steering angle at the steering wheel end, determine the target angle, and control the steering wheel to rotate the target angle along the first direction so that the steering angle of the steering wheel is aligned with the steering angle at the steering wheel end. For details, please refer to [link to details]. 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 turn 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. Determine the transmission ratio amplification coefficient based on the non-jamming angle range and the first end angle range, and then multiply it by the initial transmission ratio to obtain the measured transmission ratio. Judge whether the measured transmission ratio is within the preset transmission ratio standard range. If the measured transmission ratio is within the preset transmission ratio standard range, determine the non-jamming angle range as the available angle range. After confirming that the non-jamming angle range is available, the system left and right ends need to be reset 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, so as to perform the manual 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 further 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, and the memory and the processor 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 further 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 implements 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 a steering wheel and steering wheel ends, applied to a vehicle. The vehicle stores a first end angle range and a second end angle range corresponding to the steering wheel and steering wheel ends, respectively. Figure 10 As shown, it includes: a sticking angle determination module 1001, used to detect a steering wheel sticking 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 at the steering wheel end, and determine the current steering angle of the steering wheel as the first sticking angle; a steering wheel rotation module 1002, used to set the first end angle as the steering target point, and control the steering wheel to rotate in a second direction based on the steering target point, and monitor whether there is sticking during the steering wheel rotation process, wherein the first end angle is the maximum steering angle corresponding to the second direction within the range of the first end angle, and the second direction is opposite to the first direction; no sticking The lag angle determination module 1003 is used to form the non-lag angle range of the steering wheel by combining the first lag angle and the first end angle, or the first lag angle and the second lag angle, and to calculate the target transmission ratio based on the second end angle range and the non-lag angle range, wherein the second lag angle is the steering angle corresponding to the detection of a steering wheel lag signal during the rotation of the steering wheel along the second steering wheel; the direction alignment module 1004 is used to determine the target angle based on the target transmission ratio and the steering angle at the steering wheel end, and to control the steering wheel to rotate the target angle along the first direction so that the steering angle of the steering wheel is aligned with the steering angle at the steering wheel end.

[0081] In some optional embodiments, the non-jamming angle determination module 1003 includes: a first jamming range composition unit, used to compose the first jamming angle and the first end angle into a non-jamming angle range of the steering wheel when the steering wheel is rotated in the second direction to the steering target point and no steering wheel jamming signal is detected; or, a second jamming range composition unit, used to determine the steering wheel steering angle corresponding to the detection of the steering wheel jamming signal as the second jamming angle when a steering wheel jamming signal is detected during the rotation of the steering wheel in the second direction; and to compose the first jamming angle and the second jamming angle into a non-jamming angle range of the steering wheel.

[0082] In some optional embodiments, the unjammed angle determination module 1003 includes: a first angle position setting unit, used to set the first jamming angle to a left end angle position or a right end angle position based on the preset correspondence between the direction mark and angle value symbol corresponding to the steering wheel, and the magnitude of the first jamming angle and the first end angle, and set the corresponding first end angle to a right end angle position or a left end angle position, so as to form the unjammed angle range of the steering wheel; or, a second angle position setting unit, used to set the first jamming angle to a left end angle position or a right end angle position based on the preset correspondence between the direction mark and angle value symbol corresponding to the steering wheel, and the magnitude of the first jamming angle and the second jamming angle, and set the corresponding second jamming angle to a right end angle position or a left end angle position, so as to form the unjammed angle range of the steering wheel.

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

[0084] In some optional implementations, the standard range of the transmission ratio is obtained through the following steps: based on the relationship between the motor response time and the motor speed at the preset steering wheel end and the safe response time range of the steer-by-wire system, a first safe speed range at the steering wheel end is obtained; a second safe speed range at the preset steering wheel is obtained; and the standard range of the transmission ratio is calculated based on the first safe speed range and the second safe speed range.

[0085] In some optional implementations, the unstuck angle determination module 1003 further includes: a first angle difference calculation unit, used to calculate a first angle difference between the angles of the two endpoints in the second end angle range; a second angle difference calculation unit, used to calculate a second angle difference between the angles of the two endpoints in the unstuck angle range; and a target transmission ratio calculation unit, used to divide the first angle difference by the second angle difference to obtain the target transmission ratio.

[0086] Further functional descriptions of the above modules and units are the same as those in the corresponding embodiments described above, and will not be repeated here.

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

[0088] This invention also provides a controller having the above-described features. Figure 10 The steering wheel and steering wheel end alignment device shown.

[0089] Please see Figure 11 , Figure 11 This is a schematic diagram of the structure of a controller provided in an optional embodiment of the present invention, such as... Figure 11 As shown, the controller includes one or more processors 10, memory 20, and interfaces for connecting the components, including high-speed interfaces and low-speed interfaces. The components communicate with each other via different buses and can be mounted on a common motherboard or otherwise as required. The processors can process instructions executed within the controller, including instructions stored in or on memory to display graphical information of a GUI on external input / output devices (such as display devices coupled to the interfaces). In some alternative implementations, multiple processors and / or multiple buses can be used with multiple memories and multiple memory modules, if desired. Similarly, multiple controllers can be connected, each providing some of the necessary operations (e.g., as a server array, a group of blade servers, or a multiprocessor system). Figure 11 Take a processor 10 as an example.

[0090] Processor 10 may be a central processing unit, a network processor, or a combination thereof. Processor 10 may further include a hardware chip. The hardware chip may be an application-specific integrated circuit (ASIC), a programmable logic device (PLD), or a combination thereof. The programmable logic device may be a complex programmable logic device (CAMP), a field-programmable gate array (FPGA), a general-purpose array logic (GDA), or any combination thereof.

[0091] The memory 20 stores instructions executable by at least one processor 10 to cause at least one processor 10 to perform the method shown in the above embodiments.

[0092] The memory 20 may include a program storage area and a data storage area. The program storage area may store the operating system and applications required for at least one function; the data storage area may store data created based on the use of the controller. Furthermore, the memory 20 may include high-speed random access memory and may also include non-transitory memory, such as at least one disk storage device, flash memory device, or other non-transitory solid-state storage device. In some alternative embodiments, the memory 20 may optionally include memory remotely located relative to the processor 10, and these remote memories may be connected to the controller via a network. Examples of such networks include, but are not limited to, the Internet, corporate intranets, local area networks, mobile communication networks, and combinations thereof.

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

[0094] The controller also includes an input device 30 and an output device 40. The processor 10, memory 20, input device 30, and output device 40 can be connected via a bus or other means. Figure 11 Taking the example of a connection between China and Israel via a bus.

[0095] Input device 30 can receive input numerical or character information, and generate key signal inputs related to user settings and function control of the controller, such as a touch screen, keypad, mouse, trackpad, touchpad, joystick, one or more mouse buttons, trackball, joystick, etc. Output device 40 may include display devices, auxiliary lighting devices (e.g., LEDs), and haptic feedback devices (e.g., vibration motors). The aforementioned display devices include, but are not limited to, liquid crystal displays, light-emitting diodes, displays, and plasma displays. In some alternative embodiments, the display device may be a touch screen.

[0096] This invention also provides a computer-readable storage medium. The methods described above according to embodiments of the invention can be implemented in hardware or firmware, or implemented as computer code that can be recorded on a storage medium, or implemented as computer code downloaded via a network and originally stored on a remote storage medium or a non-transitory machine-readable storage medium and then stored on a local storage medium. Thus, the methods described herein can be processed by software stored on a storage medium using a general-purpose computer, a dedicated processor, or programmable or dedicated hardware. The storage medium can be a magnetic disk, optical disk, read-only memory, random access memory, flash memory, hard disk, or solid-state drive, etc.; further, the storage medium can also include combinations of the above types of memory. It is understood that computers, processors, microprocessor controllers, or programmable hardware include storage components capable of storing or receiving software or computer code, which, when accessed and executed by the computer, processor, or hardware, implements the methods shown in the above embodiments.

[0097] A portion of this invention can be applied as a computer program product, such as computer program instructions, which, when executed by a computer, can invoke or provide the methods and / or technical solutions according to the invention through the operation of the computer. Those skilled in the art will 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 executing the instructions, or the computer compiling the instructions and then executing the corresponding compiled program, or the computer reading and executing the instructions, or the computer reading and installing the instructions and then executing the corresponding installed program. Here, the computer-readable medium can be any available computer-readable storage medium or communication medium accessible to a computer.

[0098] Although embodiments of the 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 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 the steering wheel end, characterized in that, Applied to a vehicle, the vehicle storing a first end angle range and a second end angle range corresponding to the steering wheel and steering wheel ends respectively, the method includes: In response to the detection of a steering wheel sticking signal during the process of controlling the steering wheel to rotate in a first direction based on the initial gear ratio and the steering wheel end, the current steering angle of the steering wheel is determined as the first sticking 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 in the second direction, and the presence of jamming during the rotation of the steering wheel is monitored. The first end angle is the maximum steering angle corresponding to the second direction within the range of the first end angle, and the second direction is opposite to the first direction. The first locking angle and the first end angle, or the first locking angle and the second locking angle, are combined to form the unlocked angle range of the steering wheel. Based on the second end angle range and the unlocked angle range, the target transmission ratio is calculated. The second locking angle is the steering angle corresponding to the detection of a steering wheel locking signal during the rotation of the steering wheel in the second direction. Based on the target transmission ratio and the steering angle at the steering wheel end, a target angle is determined, and the steering wheel is controlled to rotate along the first direction by the target angle so that the steering angle of the steering wheel is aligned with the steering angle at the steering wheel end.

2. The method according to claim 1, characterized in that, The phrase describing the range of un-locked angles of the steering wheel, formed by combining the first locking angle and the first end angle, or the first locking angle and the second locking angle, includes: When the steering wheel is turned to the target steering point in the second direction and no steering wheel sticking signal is detected, the first sticking angle and the first end angle are combined to form the non-sticking angle range of the steering wheel, or... When a steering wheel sticking signal is detected during the rotation of the steering wheel in the second direction, the steering angle corresponding to the detection of the steering wheel sticking signal is determined as the second sticking angle. The first and second locking angles together form the unlocked angle range of the steering wheel.

3. The method according to claim 2, characterized in that, The phrase describing the range of un-locked angles of the steering wheel, formed by combining the first locking angle and the first end angle, or the first locking angle and the second locking angle, includes: Based on the pre-defined correspondence between the steering wheel's direction markings and angle numerical symbols, and the magnitudes of the first locking angle and the first end angle, the first locking angle is set to either the left or right end angle position, and the corresponding first end angle is set to either the right or left end angle position, thus forming the steering wheel's unlocked angle range, or... Based on the correspondence between the direction markings and angle numerical symbols corresponding to the preset steering wheel, and the magnitude of the first and second locking angles, the first locking angle is set to the left end angle position or the right end angle position, and the corresponding second locking angle is set to the right end angle position or the left end angle position, so as to form the unlocked angle range of the steering wheel.

4. The method according to claim 1, characterized in that, The calculation of the target transmission ratio based on the second end angle range and the unjammed angle range includes: Divide the first end angle range by the unjammed angle range to obtain the transmission ratio amplification factor; Multiply the transmission ratio amplification factor by the initial transmission ratio to obtain the transmission ratio to be measured; When the transmission ratio to be tested is within the preset transmission ratio standard range, the target transmission ratio is calculated based on the second end angle range and the unjammed angle range.

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

6. The method according to claim 1, characterized in that, The calculation of the target transmission ratio based on the second end angle range and the unjammed angle range includes: Calculate the first angle difference between the two endpoints within the second end angle range; Calculate the second angle difference between the two endpoints within the unstuck angle range; Divide the first angle difference by the second angle difference to obtain the target transmission ratio.

7. A steering angle alignment device for a steering wheel and steering wheel ends, characterized in that, Applied to a vehicle, the vehicle storing a first end angle range and a second end angle range corresponding to the steering wheel and steering wheel ends respectively, the device includes: The sticking angle determination module is used to detect a steering wheel sticking 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 at the steering wheel end, and to determine the current steering angle of the steering wheel as the first sticking angle. The steering wheel rotation module is used 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 the second direction, and monitor whether there is any jamming during the steering wheel rotation. The first end angle is the maximum steering angle corresponding to the second direction in the range of the first end angle, and the second direction is opposite to the first direction. The unjammed angle determination module is used to combine the first jamming angle and the first end angle, or the first jamming angle and the second jamming angle, to form the unjammed angle range of the steering wheel, and to calculate the target transmission ratio based on the second end angle range and the unjammed angle range, wherein the second jamming angle is the steering angle corresponding to the detection of a steering wheel jamming signal during the rotation of the steering wheel in the second direction; The direction alignment module is used to determine the 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 along the first direction so that the steering angle of the steering wheel is aligned with the steering angle of the steering wheel end.

8. The apparatus according to claim 7, characterized in that, The unjammed angle determination module includes: A magnification factor calculation unit is used to divide the first end angle range by the unjammed angle range to obtain the transmission ratio magnification factor; The transmission ratio calculation unit is used to multiply 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 unjammed angle range when the transmission ratio to be measured is within the 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 steering wheel ends, respectively. It includes a controller, which includes a memory and a processor. The memory and the processor are communicatively connected to each other. The memory stores computer instructions. The processor executes the computer instructions to perform the steering angle alignment method of the steering wheel and steering wheel ends as described in any one of claims 1 to 6.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions for causing the computer to perform the steering angle alignment method for the steering wheel and steering wheel ends as described in any one of claims 1 to 6.

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