Control method and control device of steer-by-wire device based on sliding plate chassis

Abstract

The invention relates to the technical field of vehicles, in particular to a control method and device for a steer-by-wire device based on a sliding plate chassis, and the method comprises the steps that the road feeling feedback level of a current vehicle is obtained; determining a current steer-by-wire mode of the current vehicle according to the current road feeling feedback level; when the current steer-by-wire mode is the first steer-by-wire mode or the second steer-by-wire mode, the target hand feeling torque of the current vehicle is determined, the current vehicle is controlled according to the target hand feeling torque, and when the current steer-by-wire mode is the third steer-by-wire mode, the target hand feeling torque of the current vehicle is controlled according to the target hand feeling torque. And when the vehicle runs, the line-controlled steering column hand feeling module assembly is controlled to be in a preset silent state, and the current vehicle is controlled by controlling the line-controlled steering gear execution module assembly. Therefore, the problems that appropriate steering hand feeling is difficult to provide under different working conditions and road feeling feedback is single in the prior art are solved, the most appropriate steering hand feeling can be provided for a driver under various working conditions, and the personalized requirement of road feeling feedback is met.

Description

Technical Field

[0001] The present application relates to the technical field of vehicles, and particularly relates to a control method and a control device for a steer-by-wire steering device based on a skateboard chassis. Background Art

[0002] The steer-by-wire system (SBW) cancels the mechanical connection between the steering wheel and the steering wheel, and uses electrical signals to control the steering of the wheels, achieving complete decoupling between the steering wheel and the steering actuator. It is the core actuator for advanced autonomous driving.

[0003] In the related art, when the driver turns the steering wheel, the steering shaft drives the gear inside the steering gear to rotate. At the same time, the control valve controls the high-pressure hydraulic oil output by the hydraulic pump to enter the corresponding chamber of the power steering cylinder according to the rotation direction and angle of the steering wheel, pushing the piston to move, and then making the wheels turn through the steering transmission mechanism.

[0004] However, the road feel in the related art is mainly transmitted through mechanical components, with limited feedback information, and it cannot be adjusted according to the needs of different drivers and different driving conditions, making it difficult to meet personalized needs. Summary of the Invention

[0005] The present application provides a control method and a control device for a steer-by-wire steering device based on a skateboard chassis to solve the problem that it is difficult to provide a suitable steering feel under different working conditions and the road feel feedback is single in the related art. It can provide the most suitable steering feel for the driver under various working conditions, improve the comfort and controllability of driving, and meet the personalized needs of different drivers for road feel feedback.

[0006] The first aspect of the embodiments of the present application provides a control method for a steer-by-wire steering device based on a skateboard chassis. The steer-by-wire steering device includes a steer-by-wire column feel module assembly and a steer-by-wire gearbox actuator module assembly. Wherein, the method includes the following steps:

[0007] Obtain the road feel feedback level of the current vehicle;

[0008] Determine the current steer-by-wire steering mode of the current vehicle according to the current road feel feedback level;

[0009] When the current steer-by-wire steering mode is the first steer-by-wire steering mode or the second steer-by-wire steering mode, determine the target feel torque of the current vehicle, and control the current vehicle according to the target feel torque. And when the current steer-by-wire steering mode is the third steer-by-wire steering mode, control the steer-by-wire column feel module assembly to be in a preset silent state, and control the current vehicle by controlling the steer-by-wire gearbox actuator module assembly.

[0010] Optionally, in some embodiments, when the current steer-by-wire mode is the first steer-by-wire mode, determining the target feel torque of the current vehicle includes:

[0011] Obtaining the initial feel torque, comfort feel coefficient, rack displacement, input rack force, and steer-by-wire steering gear rack radius of the current vehicle;

[0012] Obtaining the target feel torque based on the initial feel torque, the comfort feel coefficient, the rack displacement, the input rack force, and the steer-by-wire steering gear rack radius.

[0013] Optionally, in some embodiments, the comfort feel coefficient of the current vehicle includes:

[0014] Obtaining the lateral acceleration, steering wheel rotation acceleration, steering wheel acceleration correction coefficient, and comfort feel correction coefficient of the current vehicle;

[0015] Obtaining the comfort feel coefficient based on the lateral acceleration, the steering wheel rotation acceleration, the steering wheel acceleration correction coefficient, and the comfort feel correction coefficient.

[0016] Optionally, in some embodiments, the rack displacement of the current vehicle includes:

[0017] Obtaining the current steering wheel angle, absolute zero value of the steering wheel angle, maximum steering wheel angle, maximum rack displacement position, and rack neutral position of the current vehicle;

[0018] Obtaining the rack displacement based on the current steering wheel angle, the absolute zero value of the steering wheel angle, the maximum steering wheel angle, the maximum rack displacement position, and the rack neutral position.

[0019] Optionally, in some embodiments, the input rack force of the current vehicle includes:

[0020] Obtaining the current rack force, rack force threshold, and hazard condition increase coefficient torque of the current vehicle;

[0021] Obtaining the input rack force based on the current rack force, the rack force threshold, and the hazard condition increase coefficient torque.

[0022] Optionally, in some embodiments, when the current steer-by-wire mode is the second steer-by-wire mode, determining the target feel torque of the current vehicle includes:

[0023] Obtain the target feel torque correction coefficient, initial feel torque, initial feel torque correction coefficient, steer-by-wire non-loaded suspension and steering system friction torque, integrated output torque of the electronic brake system, integrated output torque correction coefficient of the electronic brake system, rear-wheel steering output torque, rear-wheel steering output torque correction coefficient, integrated output torque of the steer-by-wire suspension system, and integrated output torque correction coefficient of the steer-by-wire suspension system of the current vehicle;

[0024] Obtain the target feel torque based on the target feel torque correction coefficient, the initial feel torque, the initial feel torque correction coefficient, the steer-by-wire non-loaded suspension and steering system friction torque, the integrated output torque of the electronic brake system, the integrated output torque correction coefficient of the electronic brake system, the rear-wheel steering output torque, the rear-wheel steering output torque correction coefficient, the integrated output torque of the steer-by-wire suspension system, and the integrated output torque correction coefficient of the steer-by-wire suspension system.

[0025] Optionally, in some embodiments, the initial feel torque correction coefficient, the integrated output torque correction coefficient of the electronic brake system, the rear-wheel steering output torque correction coefficient, and the integrated output torque correction coefficient of the steer-by-wire suspension system are determined by the interval in which the current vehicle speed of the current vehicle is located.

[0026] An embodiment of the second aspect of the present application provides a control device for a steer-by-wire steering device based on a skateboard chassis. The steer-by-wire steering device includes a steer-by-wire steering column feel module assembly and a steer-by-wire steering gear actuator module assembly. Among them, the control device includes:

[0027] An acquisition module, configured to acquire the road feel feedback level of the current vehicle;

[0028] A determination module, configured to determine the current steer-by-wire steering mode of the current vehicle according to the current road feel feedback level;

[0029] A control module, configured to determine the target feel torque of the current vehicle when the current steer-by-wire steering mode is the first steer-by-wire steering mode or the second steer-by-wire steering mode, and control the current vehicle according to the target feel torque, and, when the current steer-by-wire steering mode is the third steer-by-wire steering mode, control the steer-by-wire steering column feel module assembly to be in a preset silent state, and control the current vehicle by controlling the steer-by-wire steering gear actuator module assembly.

[0030] Optionally, in some embodiments, when the current steer-by-wire steering mode is the first steer-by-wire steering mode, determine the target feel torque of the current vehicle. The control module includes:

[0031] A first acquisition unit, configured to acquire an initial feel torque, a comfort feel coefficient, a rack displacement, an input rack force, and a steer-by-wire rack radius of the current vehicle;

[0032] A generation unit, configured to obtain the target feel torque according to the initial feel torque, the comfort feel coefficient, the rack displacement, the input rack force, and the steer-by-wire rack radius.

[0033] Optionally, in some embodiments, the first acquisition unit includes:

[0034] A first acquisition subunit, configured to acquire a lateral acceleration, a steering wheel rotation acceleration, a steering wheel acceleration correction coefficient, and a comfort feel correction coefficient of the current vehicle;

[0035] A first generation subunit, configured to obtain the comfort feel coefficient according to the lateral acceleration, the steering wheel rotation acceleration, the steering wheel acceleration correction coefficient, and the comfort feel correction coefficient.

[0036] Optionally, in some embodiments, the first acquisition unit includes:

[0037] A second acquisition subunit, configured to acquire a current steering wheel angle, an absolute zero value of the steering wheel angle, a maximum steering wheel angle, a maximum rack displacement position, and a rack middle position of the current vehicle;

[0038] A second generation subunit, configured to obtain the rack displacement according to the current steering wheel angle, the absolute zero value of the steering wheel angle, the maximum steering wheel angle, the maximum rack displacement position, and the rack middle position.

[0039] Optionally, in some embodiments, the first acquisition unit includes:

[0040] A third acquisition subunit, configured to acquire a current rack force, a rack force threshold, and a dangerous condition increased coefficient torque of the current vehicle;

[0041] A third generation subunit, configured to obtain the input rack force according to the current rack force, the rack force threshold, and the dangerous condition increased coefficient torque.

[0042] Optionally, in some embodiments, when the current steer-by-wire mode is the second steer-by-wire mode, the control module includes:

[0043] A second acquisition unit, configured to acquire a target feel torque correction coefficient, an initial feel torque, an initial feel torque correction coefficient, a steer-by-wire non-loaded suspension and steering system friction torque, a comprehensive output torque of a brake-by-wire system, a comprehensive output torque correction coefficient of the brake-by-wire system, a rear-wheel steering output torque, a rear-wheel steering output torque correction coefficient, a comprehensive output torque of a suspension-by-wire system, and a comprehensive output torque correction coefficient of the suspension-by-wire system of the current vehicle;

[0044] An output unit, configured to obtain the target feel torque according to the target feel torque correction coefficient, the initial feel torque, the initial feel torque correction coefficient, the steer-by-wire non-loaded suspension and steering system friction torque, the comprehensive output torque of the brake-by-wire system, the comprehensive output torque correction coefficient of the brake-by-wire system, the rear-wheel steering output torque, the rear-wheel steering output torque correction coefficient, the comprehensive output torque of the suspension-by-wire system, and the comprehensive output torque correction coefficient of the suspension-by-wire system.

[0045] Optionally, in some embodiments, the initial feel torque correction coefficient, the comprehensive output torque correction coefficient of the brake-by-wire system, the rear-wheel steering output torque correction coefficient, and the comprehensive output torque correction coefficient of the suspension-by-wire system are determined by an interval in which the current vehicle speed of the current vehicle is located.

[0046] An embodiment of the third aspect of the present application provides a vehicle, including: a memory, a processor, and a computer program stored on the memory and executable on the processor, where the processor executes the program to implement the control method of the steer-by-wire steering device based on a skateboard chassis as described in the above embodiments.

[0047] An embodiment of the fourth aspect of the present application provides a computer-readable storage medium, on which a computer program is stored, and the program is executed by a processor to implement the control method of the steer-by-wire steering device based on a skateboard chassis as described in the above embodiments.

[0048] Accordingly, by acquiring the road feel feedback level of the current vehicle, determining the current steer-by-wire steering mode of the current vehicle according to the current road feel feedback level, when the current steer-by-wire steering mode is the first steer-by-wire steering mode or the second steer-by-wire steering mode, determining the target feel torque of the current vehicle, and controlling the current vehicle according to the target feel torque, and when the current steer-by-wire steering mode is the third steer-by-wire steering mode, controlling the steer-by-wire steering column feel module assembly to be in a preset silent state, and controlling the current vehicle by controlling the steer-by-wire steering actuator module assembly. Accordingly, the problem that it is difficult to provide a suitable steering feel under different working conditions and the road feel feedback is single in the related art is solved, and the most suitable steering feel can be provided for the driver under various working conditions, meeting the personalized requirements of road feel feedback.

[0049] Additional aspects and advantages of the present application will be given in part in the following description, become apparent in part from the following description, or be learned through the practice of the present application. Description of the Drawings

[0050] The above-mentioned and / or additional aspects and advantages of the present application will become apparent and be readily understood from the following description of embodiments in conjunction with the drawings, where:

[0051] Figure 1 Schematic diagram of a steer-by-wire system provided according to an embodiment of the present application;

[0052] Figure 2 Schematic diagram of a steer-by-wire device provided according to an embodiment of the present application;

[0053] Figure 3 Schematic diagram of a steer-by-wire column haptic module assembly provided according to an embodiment of the present application;

[0054] Figure 4 Schematic diagram of a steer-by-wire actuator module assembly provided according to an embodiment of the present application;

[0055] Figure 5 Flowchart of a control method for a steer-by-wire device based on a skateboard chassis provided according to an embodiment of the present application;

[0056] Figure 6 Flowchart of a control method for a steer-by-wire device based on a skateboard chassis provided according to an embodiment of the present application;

[0057] Figure 7 Block diagram of a control device for a steer-by-wire device based on a skateboard chassis provided according to an embodiment of the present application;

[0058] Figure 8 Schematic diagram of the structure of a vehicle provided according to an embodiment of the present application. Detailed Description of the Embodiments

[0059] Embodiments of the present application will be described in detail below. Examples of the embodiments are shown in the drawings, where the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the drawings are exemplary and are intended to explain the present application and should not be construed as limiting the present application.

[0060] The control method and control device of a steer-by-wire steering device based on a skateboard chassis according to an embodiment of the present application will be described below with reference to the accompanying drawings. Aiming at the problem that the related technologies mentioned in the above background art are difficult to provide a suitable steering feel under different working conditions and the road feel feedback is single, the present application provides a control method for a steer-by-wire steering device based on a skateboard chassis. In this method, the road feel feedback level of the current vehicle is obtained, and the current steer-by-wire steering mode of the current vehicle is determined according to the current road feel feedback level. When the current steer-by-wire steering mode is the first steer-by-wire steering mode or the second steer-by-wire steering mode, the target feel torque of the current vehicle is determined, and the current vehicle is controlled according to the target feel torque. In addition, when the current steer-by-wire steering mode is the third steer-by-wire steering mode, the steer-by-wire steering column feel module assembly is controlled to be in a preset silent state, and the current vehicle is controlled by controlling the steer-by-wire steering actuator module assembly. Thus, the problem that the related technologies are difficult to provide a suitable steering feel under different working conditions and the road feel feedback is single is solved, and the most suitable steering feel can be provided for the driver under various working conditions, meeting the personalized requirements of road feel feedback.

[0061] Before introducing the control method of the steer-by-wire steering device based on the skateboard chassis according to the embodiment of the present application, the steer-by-wire steering system according to the embodiment of the present application will be introduced first, as Figure 1 shown, the steer-by-wire steering system includes: (1) a steer-by-wire steering column feel module assembly; (2) a steer-by-wire steering actuator module assembly; (3) a steering wheel assembly; (4) a steer-by-wire braking module; (5) a steer-by-wire suspension module; (6) a rear-wheel steering module; (7) a basic suspension module; (8) a CAN bus; (9) a chassis domain control module, etc. Among them, the steer-by-wire steering column feel module assembly is as Figure 2 shown in ①, and the steer-by-wire steering actuator module assembly is as Figure 2 shown in ②.

[0062] As Figure 3 shown, the steer-by-wire control part of the steer-by-wire steering column feel module assembly includes (10) a feel module motor controller and (11) a steer-by-wire steering feel controller module. Among them, the steer-by-wire steering feel controller module includes a signal processing module, a logic judgment module, and a data operation module.

[0063] As Figure 4 shown, the steer-by-wire control part of the steer-by-wire steering actuator module assembly includes (12) a wire control actuator motor controller and (13) a steer-by-wire steering rack force control module. The steer-by-wire steering rack force controller module includes a signal processing module, a logic judgment module, and a data operation module.

[0064] The steer-by-wire device in the embodiment of the present application includes a steer-by-wire column feel module assembly and a steer-by-wire actuator module assembly. The steer-by-wire system interacts with associated systems such as the electronic brake module, electronic suspension module, rear-wheel steering module, basic suspension module, and chassis domain control module through the steer-by-wire device to function together.

[0065] Specifically, Figure 5 FIG. is a schematic flowchart of a control method for a steer-by-wire device based on a skateboard chassis provided by an embodiment of the present application.

[0066] As Figure 5 shown, the control method for the steer-by-wire device based on the skateboard chassis includes the following steps:

[0067] In step S101, obtain the road feel feedback level of the current vehicle.

[0068] Among them, the road feel feedback level is preset by relevant personnel. For example, there are three levels: I, II, and III.

[0069] Specifically, in the embodiment of the present application, the road feel feedback level of the current vehicle can be obtained in association with the driving mode, or the road feel feedback level of the current vehicle can be obtained through the driver's independent selection.

[0070] For example, there are usually multiple driving modes for a vehicle, such as economy mode, comfort mode, and sport mode. Different driving modes correspond to different driving styles and performance requirements. Therefore, the driving mode can be associated with the road feel feedback level. In the embodiment of the present application, an association rule can be preset, the current driving mode can be read, and according to the preset association rule, the current driving mode is converted into the corresponding road feel feedback level. For example, if the current mode is the sport mode, the system determines that the current road feel feedback level is III.

[0071] In another embodiment, the embodiment of the present application allows the driver to independently select the road feel feedback level according to their own preferences and actual driving needs. For example, the embodiment of the present application can set a human-machine interaction interface to receive the driver's selection instruction, and the control system determines the corresponding level as the road feel feedback level of the current vehicle according to the driver's selection instruction to achieve personalized road feel feedback.

[0072] In step S102, determine the current steer-by-wire mode of the current vehicle according to the current road feel feedback level.

[0073] Among them, the steer-by-wire modes include a first steer-by-wire mode, a second steer-by-wire mode, and a third steer-by-wire mode.

[0074] Specifically, embodiments of the present application can preset the correlation between the road feel feedback level and the steer-by-wire mode, and determine the current steer-by-wire mode of the current vehicle according to the current road feel feedback level. For example, when the current road feel feedback level is level I, the current steer-by-wire mode corresponds to the first steer-by-wire mode.

[0075] In step S103, when the current steer-by-wire mode is the first steer-by-wire mode or the second steer-by-wire mode, determine the target feel torque of the current vehicle, and control the current vehicle according to the target feel torque. Further, when the current steer-by-wire mode is the third steer-by-wire mode, control the steer-by-wire column feel module assembly to be in a preset silent state, and control the current vehicle by controlling the steer-by-wire actuator module assembly.

[0076] It should be noted that in embodiments of the present application, when the current steer-by-wire mode is the first steer-by-wire mode, the threshold rack force is set by the steer-by-wire system and the target feel torque is output to achieve a comfortable steering feel effect; when the current steer-by-wire mode is the second steer-by-wire mode, signal interaction is carried out with associated systems such as the steer-by-wire system, the electronic brake module, the electronic suspension module, the rear-wheel steering module, the basic suspension module, and the chassis domain control module to work together; when the current steer-by-wire mode is the third steer-by-wire mode, i.e., the fully autonomous driving mode, the chassis domain controller directly controls the steer-by-wire actuator module assembly, and the steer-by-wire column feel module assembly remains in a silent state (stationary or hidden in the middle position). The rack force measurement sensor measures the actual rack force information and inputs it into the chassis domain controller. Due to calculation and logical judgment, the chassis domain controller outputs the target steering angle and controls the steer-by-wire actuator module assembly to achieve the target steering angle.

[0077] Optionally, in some embodiments, when the current steer-by-wire mode is the first steer-by-wire mode, determining the target feel torque of the current vehicle includes: obtaining the initial feel torque, comfort feel coefficient, rack displacement, input rack force, and steer-by-wire rack radius of the current vehicle; and obtaining the target feel torque according to the initial feel torque, comfort feel coefficient, rack displacement, input rack force, and steer-by-wire rack radius.

[0078] Further, in some embodiments, the rack displacement of the current vehicle includes: obtaining the current steering wheel angle, absolute zero value of the steering wheel angle, maximum steering wheel angle, maximum rack displacement position, and rack middle position of the current vehicle; and obtaining the rack displacement according to the current steering wheel angle, absolute zero value of the steering wheel angle, maximum steering wheel angle, maximum rack displacement position, and rack middle position.

[0079] Specifically, the calculation formula for obtaining the rack displacement according to the current steering wheel angle, absolute zero value of the steering wheel angle, maximum steering wheel angle, maximum rack displacement position, and rack middle position is:

[0080] X = θ * (θmax - θ0) / (X MAX - X0);

[0081] Wherein, X is the rack displacement (unit: mm); θ is the steering wheel rotation angle; θmax is the maximum steering wheel rotation angle (unit: °); θ0 is the absolute zero value of the steering wheel rotation angle, and the middle position of the steering wheel is the zero point position of the steering wheel; X MAX is the maximum position of the rack displacement (unit: mm); X0 is the middle position of the rack, that is, the middle position of the steering wheel.

[0082] Furthermore, in some embodiments, the input rack force of the current vehicle includes: obtaining the current rack force, the rack force threshold, and the torque of the hazard condition increase coefficient of the current vehicle; obtaining the input rack force according to the current rack force, the rack force threshold, and the torque of the hazard condition increase coefficient.

[0083] Specifically, the calculation formula for obtaining the input rack force according to the current rack force, the rack force threshold, and the torque of the hazard condition increase coefficient is:

[0084] N = (N △ - N K ) + G;

[0085] Wherein, N is the input rack force; N △ is the current rack force, which is actually measured by the rack force measurement sensor; N K is the rack force threshold set by the steer-by-wire system; G is the torque of the hazard condition increase coefficient (unit: N·m, and the value range is 5 - 10 N·m, which is appropriately selected according to different vehicle models. For example, for passenger cars, the value is 5 N·m).

[0086] It should be noted that the set value N of the rack force threshold K ≥20000 N, and the applicable range is the abnormal working condition, which is the customer-perceived rack force in the hazard condition where the actual steering force exceeds the set range of the steer-by-wire rack force.

[0087] Optionally, in some embodiments, the comfort feel coefficient of the current vehicle includes: obtaining the lateral acceleration, the steering wheel rotation acceleration, the steering wheel acceleration correction coefficient, and the comfort feel correction coefficient of the current vehicle; obtaining the comfort feel coefficient according to the lateral acceleration, the steering wheel rotation acceleration, the steering wheel acceleration correction coefficient, and the comfort feel correction coefficient.

[0088] Specifically, the calculation formula for obtaining the comfort feel coefficient according to the lateral acceleration, the steering wheel rotation acceleration, the steering wheel acceleration correction coefficient, and the comfort feel correction coefficient is:

[0089] P = (A1 + δ1 * A2) * δ2;

[0090] Wherein, P is the comfort feel coefficient, and the parameter P is related to the lateral acceleration A1 of the vehicle and the steering wheel rotation acceleration A2; δ1 is the steering wheel acceleration correction coefficient; and δ2 is the feel ratio conversion coefficient.

[0091] Specifically, the embodiment of the present application can obtain the input rack force through the steer-by-wire system and output the target feel torque. The calculation formula for the target feel torque obtained according to the initial feel torque, comfort feel coefficient, rack displacement, input rack force, and the rack radius of the steer-by-wire steering gear is:

[0092] M1 = M0 + 2 * P * X + N * a;

[0093] Wherein, M1 is the target feel torque of the first steer-by-wire steering mode (unit: N·m); M0 is the initial feel torque of the first steer-by-wire steering mode (unit: N·m, the value range is 1.5 to 3, for example: for a passenger car, the value is 2 N·m); X is the rack displacement; P is the comfort feel coefficient; N is the input rack force; and a is the rack radius of the steer-by-wire steering gear (unit: mm).

[0094] Optionally, in some embodiments, when the current steer-by-wire steering mode is the second steer-by-wire steering mode, determining the target feel torque of the current vehicle includes: obtaining the target feel torque correction coefficient of the current vehicle, initial feel torque, initial feel torque correction coefficient, steer-by-wire no-load suspension and steering system friction torque, integrated output torque of the electronic brake system, integrated output torque correction coefficient of the electronic brake system, rear-wheel steering output torque, rear-wheel steering output torque correction coefficient, integrated output torque of the electronic suspension system, and integrated output torque correction coefficient of the electronic suspension system; and obtaining the target feel torque according to the target feel torque correction coefficient, initial feel torque, initial feel torque correction coefficient, steer-by-wire no-load suspension and steering system friction torque, integrated output torque of the electronic brake system, integrated output torque correction coefficient of the electronic brake system, rear-wheel steering output torque, rear-wheel steering output torque correction coefficient, integrated output torque of the electronic suspension system, and integrated output torque correction coefficient of the electronic suspension system.

[0095] Specifically, the steer-by-wire steering device interacts with associated systems such as the electronic brake module, electronic suspension module, rear-wheel steering module, basic suspension module, and chassis domain control module to work together. Among them, the feel torque of the steer-by-wire system is calculated based on the actuator rack force, vehicle speed, input signals of the electronic brake module, electronic suspension module, rear-wheel steering module, basic suspension module, and chassis domain control module to output the target feel torque.

[0096] The calculation formula for obtaining the target feel torque based on the target feel torque correction coefficient, initial feel torque, initial feel torque correction coefficient, steering no-load suspension friction torque, integrated output torque of the by-wire braking system, integrated output torque correction coefficient of the by-wire braking system, rear-wheel steering output torque, rear-wheel steering output torque correction coefficient, integrated output torque of the by-wire suspension system, and integrated output torque correction coefficient of the by-wire suspension system is as follows:

[0097] M2 = K(K f *T f +M J +K1*M K +K2*M L +K3*M W );

[0098] Wherein, M2 is the target feel torque of the second by-wire steering mode (unit: N·m); K is the target feel torque correction coefficient; T f is the initial feel torque of the second by-wire steering mode; K f is the initial feel torque correction coefficient of the second by-wire steering mode; M J is the friction torque of the by-wire steering no-load suspension and steering system (when the vehicle is unloaded, turn the steering wheel, and the friction torque of the suspension and steering system. For example, for a lift vehicle, the wheels are suspended, and the average torque of the suspension and steering measured when turning the steering wheel.); M K is the integrated output torque of the by-wire braking system; K1 is the integrated output torque correction coefficient of the by-wire braking system; M L is the rear-wheel steering output torque; K2 is the rear-wheel steering output torque correction coefficient; M W is the integrated output torque of the by-wire suspension system; K3 is the integrated output torque correction coefficient of the by-wire suspension system.

[0099] Optionally, in some embodiments, the initial feel torque correction coefficient, the integrated output torque correction coefficient of the by-wire braking system, the rear-wheel steering output torque correction coefficient, and the integrated output torque correction coefficient of the by-wire suspension system are determined by the interval in which the current vehicle speed of the current vehicle is located.

[0100] It should be noted that the correction coefficient is mainly used to correct the proportion of the influence factors in different working conditions, and at the same time correct the magnitude of the influence factors. In addition, according to different vehicle speeds, the selection range of the correction coefficient is different, so as to achieve the effect of personalized road feel feedback.

[0101] As Figure 6 shown, (1) when the vehicle is in low-speed steering, that is, when the current vehicle speed is in the range of v ≤ 30 km / h, the K1 integrated output torque correction coefficient of the by-wire braking system has a value range of (0.15 - 0.2), M K= T1 + 5% T2, where T1 is the combined rotational moment around the kingpin generated during braking of the two front wheels; T2 is the combined rotational moment around the vehicle's center of mass generated during braking of the two rear wheels. K2 is the correction coefficient for the rear-wheel steering output moment, with a value range of (0.05 - 0.08), M L = N * L N: Input force of the rear-wheel steering rack, L: Distance from the ball joint of the rear outer tie rod to the virtual kingpin of the rear wheel.

[0102] M W is the comprehensive output moment of the by-wire suspension system; K3 is the correction coefficient for the comprehensive output moment of the by-wire suspension system, with a value range of (0.02 - 0.08), M W = W * B, where W is the damping force of the by-wire suspension and B is the stroke of the by-wire suspension.

[0103]

[0104] where μ is the road surface adhesion coefficient; P t is the tire pressure, F Zf is the vertical force borne by the tire, l f is the distance from the front axle to the vehicle's center of mass, l r is the distance from the rear axle to the vehicle's center of mass, mg is the vehicle weight, K f is the initial feel moment correction coefficient with a value of 1.0.

[0105] (2) When the vehicle is turning at medium speed, i.e., when the current vehicle speed is in the range of 30 km / h < v ≤ 70 km / h, K1 is the correction coefficient for the comprehensive output moment of the by-wire braking system, with a value range of (0.1 - 0.15), M K = T1 + 8% T2, where T1 is the combined rotational moment around the kingpin generated during braking of the two front wheels; T2 is the combined rotational moment around the vehicle's center of mass generated during braking of the two rear wheels. K2 is the correction coefficient for the rear-wheel steering output moment, with a value of K2 = 0. In the medium-speed range, the influence of rear-wheel steering on the system is small, and the influence of rear-wheel steering on the rack force input is not considered. In the medium-speed range of the vehicle, the influence of the by-wire suspension on the system is small, and the influence of the by-wire suspension on the rack force input is not considered, with a value of K3 = 0, K f : The initial feel moment correction coefficient has a value range of (0.8 - 0.5)

[0106] (3) When the vehicle is turning at high speed, i.e., when the current vehicle speed is in the range of 70 km / h < v, K1 is the correction coefficient for the comprehensive output moment of the by-wire braking system, with a value range of (0.05 - 0.1), M K= T1 + 10% T2, where T1 is the combined rotational torque around the kingpin generated when the two front wheels are braked; T2 is the combined rotational torque around the vehicle's center of mass generated when the two rear wheels are braked. K2 is the correction coefficient of the rear-wheel steering output torque, with a value of K2 = 0. In the high-speed range, the influence of rear-wheel steering on the system is small, and the influence of rear-wheel steering on the rack force input is not considered. In the high-speed range of the vehicle, the influence of the steer-by-wire suspension on the system is small, and the influence of the steer-by-wire suspension on the rack force input is not considered, with a value of K3 = 0, K f : The initial feel torque correction coefficient value is (0.5 - 0.3)

[0107] Thus, the steer-by-wire steering device according to the embodiment of the present application includes a steer-by-wire steering column feel module assembly and a steer-by-wire steering gear actuator module assembly. The steer-by-wire steering device interacts with associated systems such as a steer-by-wire braking module, a steer-by-wire suspension module, a rear-wheel steering module, a basic suspension module, and a chassis domain control module to jointly function. The steer-by-wire rack force control module comprehensively calculates the rack force based on the inputs of each associated system and inputs it into the steer-by-wire steering feel controller module. After signal processing, data calculation, and logical judgment by the steer-by-wire steering feel controller module, the optimal steering feel torque is input, thereby obtaining the optimal steer-by-wire steering feel under all working conditions. The road surface information of the steer-by-wire steering is completely realized through software simulation, and road feel feedback control is performed according to the estimated result of the rack force. Through the driving mode and the road feel feedback level selected by the driver independently, personalized road feel feedback is realized.

[0108] According to the control method of the steer-by-wire steering device based on a skateboard chassis proposed by the embodiment of the present application, by obtaining the road feel feedback level of the current vehicle, determining the current steer-by-wire steering mode of the current vehicle according to the current road feel feedback level, and when the current steer-by-wire steering mode is the first steer-by-wire steering mode or the second steer-by-wire steering mode, determining the target feel torque of the current vehicle and controlling the current vehicle according to the target feel torque, and, when the current steer-by-wire steering mode is the third steer-by-wire steering mode, controlling the steer-by-wire steering column feel module assembly to be in a preset silent state and controlling the current vehicle through the steer-by-wire steering gear actuator module assembly. Thus, the problem that it is difficult to provide a suitable steering feel under different working conditions and the road feel feedback is single in the related art is solved, and the most suitable steering feel can be provided for the driver under various working conditions, meeting the personalized needs of road feel feedback.

[0109] Next, a control device of the steer-by-wire steering device based on a skateboard chassis proposed by the embodiment of the present application is described with reference to the drawings.

[0110] The steer-by-wire steering device includes a steer-by-wire steering column feel module assembly and a steer-by-wire steering gear actuator module assembly, where, as Figure 7 shown, the control device 10 of the steer-by-wire steering device based on a skateboard chassis includes: an acquisition module 100, a determination module 200, and a control module 300.

[0111] Among them, the acquisition module 100 is used to acquire the road feel feedback level of the current vehicle.

[0112] The determination module 200 is used to determine the current steer-by-wire steering mode of the current vehicle according to the current road feel feedback level.

[0113] The control module 300 is used to determine the target feel torque of the current vehicle when the current steer-by-wire steering mode is the first steer-by-wire steering mode or the second steer-by-wire steering mode, and control the current vehicle according to the target feel torque. Also, when the current steer-by-wire steering mode is the third steer-by-wire steering mode, control the steer-by-wire steering column feel module assembly to be in a preset silent state, and control the current vehicle by controlling the steer-by-wire steering actuator module assembly.

[0114] Optionally, in some embodiments, when the current steer-by-wire steering mode is the first steer-by-wire steering mode, to determine the target feel torque of the current vehicle, the control module 300 includes: a first acquisition unit and a generation unit.

[0115] Among them, the first acquisition unit is used to acquire the initial feel torque, comfort feel coefficient, rack displacement, input rack force, and steer-by-wire steering rack radius of the current vehicle.

[0116] The generation unit is used to obtain the target feel torque according to the initial feel torque, comfort feel coefficient, rack displacement, input rack force, and steer-by-wire steering rack radius.

[0117] Optionally, in some embodiments, the first acquisition unit includes: a first acquisition subunit and a first generation subunit.

[0118] Among them, the first acquisition subunit is used to acquire the lateral acceleration, steering wheel rotation acceleration, steering wheel acceleration correction coefficient, and comfort feel correction coefficient of the current vehicle.

[0119] The first generation subunit is used to obtain the comfort feel coefficient according to the lateral acceleration, steering wheel rotation acceleration, steering wheel acceleration correction coefficient, and comfort feel correction coefficient.

[0120] Optionally, in some embodiments, the first acquisition unit includes: a second acquisition subunit and a second generation subunit.

[0121] Among them, the second acquisition subunit is used to acquire the current steering wheel angle, absolute steering wheel angle value, maximum steering wheel angle, maximum rack displacement position, and rack middle position of the current vehicle.

[0122] The second generation subunit is used to obtain the rack displacement according to the current steering wheel angle, absolute steering wheel angle value, maximum steering wheel angle, maximum rack displacement position, and rack middle position.

[0123] Optionally, in some embodiments, the first acquisition unit includes: a third acquisition subunit and a third generation subunit.

[0124] Wherein, the third acquisition subunit is configured to acquire the current rack force, the rack force threshold, and the torque of the hazard condition increase coefficient of the current vehicle.

[0125] The third generation subunit is configured to obtain the input rack force based on the current rack force, the rack force threshold, and the torque of the hazard condition increase coefficient.

[0126] Optionally, in some embodiments, when the current steer-by-wire mode is the second steer-by-wire mode, the control module 300 includes: a second acquisition unit and an output unit.

[0127] Wherein, the second acquisition unit is configured to acquire the target feel torque correction coefficient, the initial feel torque, the initial feel torque correction coefficient, the steer-by-wire no-load suspension and steering system friction torque, the integrated output torque of the steer-by-wire braking system, the integrated output torque correction coefficient of the steer-by-wire braking system, the rear-wheel steering output torque, the rear-wheel steering output torque correction coefficient, the integrated output torque of the steer-by-wire suspension system, and the integrated output torque correction coefficient of the steer-by-wire suspension system of the current vehicle.

[0128] The output unit is configured to obtain the target feel torque based on the target feel torque correction coefficient, the initial feel torque, the initial feel torque correction coefficient, the steer-by-wire no-load suspension and steering system friction torque, the integrated output torque of the steer-by-wire braking system, the integrated output torque correction coefficient of the steer-by-wire braking system, the rear-wheel steering output torque, the rear-wheel steering output torque correction coefficient, the integrated output torque of the steer-by-wire suspension system, and the integrated output torque correction coefficient of the steer-by-wire suspension system.

[0129] Optionally, in some embodiments, the initial feel torque correction coefficient, the integrated output torque correction coefficient of the steer-by-wire braking system, the rear-wheel steering output torque correction coefficient, and the integrated output torque correction coefficient of the steer-by-wire suspension system are determined by the interval in which the current vehicle speed of the current vehicle is located.

[0130] It should be noted that the foregoing explanation of the embodiments of the control method of the steer-by-wire device based on the skateboard chassis also applies to the control device of the steer-by-wire device based on the skateboard chassis of this embodiment, and will not be elaborated here.

[0131] The control device of the steer-by-wire steering device based on the skateboard chassis proposed in the embodiments of the present application obtains the road feel feedback level of the current vehicle, determines the current steer-by-wire steering mode of the current vehicle according to the current road feel feedback level, and when the current steer-by-wire steering mode is the first steer-by-wire steering mode or the second steer-by-wire steering mode, determines the target feel torque of the current vehicle, and controls the current vehicle according to the target feel torque, and when the current steer-by-wire steering mode is the third steer-by-wire steering mode, controls the steer-by-wire steering column feel module assembly to be in a preset silent state, and controls the current vehicle by controlling the steer-by-wire steering actuator module assembly. Thereby, the problem that it is difficult to provide a suitable steering feel under different working conditions and the road feel feedback is single in the related art is solved, and the most suitable steering feel can be provided for the driver under various working conditions, meeting the personalized requirements of road feel feedback.

[0132] Figure 8 The structural schematic diagram of the vehicle provided by the embodiments of the present application. The vehicle may include:

[0133] A memory 801, a processor 802, and a computer program stored on the memory 801 and executable on the processor 802.

[0134] When the processor 802 executes the program, it implements the control method of the steer-by-wire steering device based on the skateboard chassis provided in the above embodiments.

[0135] Furthermore, the vehicle further includes:

[0136] A communication interface 803 for communication between the memory 801 and the processor 802.

[0137] The memory 801 is used to store the computer program executable on the processor 802.

[0138] The memory 801 may include a high-speed RAM (Random Access Memory) memory, and may also include a non-volatile memory, such as at least one disk memory.

[0139] If the memory 801, the processor 802, and the communication interface 803 are implemented independently, the communication interface 803, the memory 801, and the processor 802 can be interconnected via a bus and communicate with each other. The bus can be an ISA (Industry Standard Architecture) bus, a PCI (Peripheral Component Interconnect) bus, an EISA (Extended Industry Standard Architecture) bus, or the like. The bus can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, Figure 8 only a thick line is used in Figure 8 , but it does not mean that there is only one bus or one type of bus.

[0140] Optionally, in specific implementation, if the memory 801, the processor 802, and the communication interface 803 are integrated on a single chip, the memory 801, the processor 802, and the communication interface 803 can communicate with each other through an internal interface.

[0141] The processor 802 may be a CPU (Central Processing Unit), or an ASIC (Application Specific Integrated Circuit), or one or more integrated circuits configured to implement the embodiments of the present application.

[0142] The embodiments of the present application further provide a computer-readable storage medium, on which a computer program is stored, and when the program is executed by a processor, the control method of the steer-by-wire steering device based on a skateboard chassis as described above is implemented.

[0143] In the description of this specification, the descriptions with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples", etc. mean that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms are not necessarily directed to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described can be combined in any one or N embodiments or examples in a suitable manner. In addition, without contradiction, those skilled in the art can combine and combine the different embodiments or examples described in this specification and the features of different embodiments or examples.

[0144] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the quantity of the technical features indicated. Thus, features defined with "first" and "second" may explicitly or implicitly include at least one such feature. In the description of this application, the meaning of "N" is at least two, such as two, three, etc., unless otherwise specifically defined.

[0145] Any process or method description shown in a flowchart or described otherwise herein can be understood to represent a module, segment, or portion of code including one or more executable instructions for implementing a customized logic function or process. The scope of the preferred embodiments of this application includes additional implementations, where functions may be executed in a substantially simultaneous manner or in a reverse order according to the functions involved, rather than in the order shown or discussed, which should be understood by those skilled in the technical field to which the embodiments of this application belong.

[0146] It should be understood that various parts of this application can be implemented by hardware, software, firmware, or a combination thereof. In the above embodiments, the N steps or methods can be implemented by software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, any one or a combination of the following technologies well known in the art can be used: discrete logic circuits with logic gate circuits for implementing logic functions on data signals, application specific integrated circuits with appropriate combinational logic gate circuits, programmable gate arrays, field programmable gate arrays, etc.

[0147] Those of ordinary skill in the art of this technology can understand that all or part of the steps carried by the methods of the above embodiments can be completed by instructing relevant hardware through a program. The said program can be stored in a computer-readable storage medium. When the program is executed, it includes one or a combination of the steps of the method embodiments.

[0148] Although the embodiments of this application have been shown and described above, it can be understood that the above embodiments are exemplary and should not be construed as limiting this application. Those of ordinary skill in the art can make changes, modifications, substitutions, and variations to the above embodiments within the scope of this application.

Claims

1. A control method for a steer-by-wire steering device based on a skateboard chassis, characterized in that, The steer-by-wire device includes a steer-by-wire column haptic module assembly and a steer-by-wire actuator module assembly. Among them, the method includes the following steps: Obtain the road feel feedback level of the current vehicle; Determine the current steer-by-wire mode of the current vehicle according to the current road feel feedback level; When the current steer-by-wire mode is the first steer-by-wire mode or the second steer-by-wire mode, determine the target haptic torque of the current vehicle, and control the current vehicle according to the target haptic torque. And when the current steer-by-wire mode is the third steer-by-wire mode, control the steer-by-wire column haptic module assembly to be in a preset silent state, and control the current vehicle by controlling the steer-by-wire actuator module assembly.

2. The method according to claim 1, wherein When the current steer-by-wire mode is the first steer-by-wire mode, determining the target haptic torque of the current vehicle includes: Obtain the initial haptic torque, comfort haptic coefficient, rack displacement, input rack force, and steer-by-wire rack radius of the current vehicle; Obtain the target haptic torque according to the initial haptic torque, the comfort haptic coefficient, the rack displacement, the input rack force, and the steer-by-wire rack radius.

3. The method according to claim 2, characterized in that, The obtaining of the comfort haptic coefficient of the current vehicle includes: Obtain the lateral acceleration, steering wheel rotation acceleration, steering wheel acceleration correction coefficient, and comfort haptic correction coefficient of the current vehicle; Obtain the comfort haptic coefficient according to the lateral acceleration, the steering wheel rotation acceleration, the steering wheel acceleration correction coefficient, and the comfort haptic correction coefficient.

4. The method according to claim 2, characterized in that The rack displacement of the current vehicle includes: Obtain the current steering wheel angle, absolute zero value of the steering wheel angle, maximum steering wheel angle, maximum rack displacement position, and rack neutral position of the current vehicle; Obtain the rack displacement according to the current steering wheel angle, the absolute zero value of the steering wheel angle, the maximum steering wheel angle, the maximum rack displacement position, and the rack neutral position.

5. The method according to claim 2, wherein The input rack force of the current vehicle includes: Obtain the current rack force, rack force threshold, and additional coefficient torque for dangerous working conditions of the current vehicle; Obtain the input rack force according to the current rack force, the rack force threshold, and the additional coefficient torque for dangerous working conditions.

6. The method according to claim 1, characterized in that, When the current steer-by-wire mode is the second steer-by-wire mode, determining the target haptic torque of the current vehicle includes: Obtain the target haptic torque correction coefficient, initial haptic torque, initial haptic torque correction coefficient, steer-by-wire unloaded suspension and steering system friction torque, integrated output torque of the steer-by-wire braking system, integrated output torque correction coefficient of the steer-by-wire braking system, rear-wheel steering output torque, rear-wheel steering output torque correction coefficient, integrated output torque of the steer-by-wire suspension system, and integrated output torque correction coefficient of the steer-by-wire suspension system of the current vehicle; The target haptic torque is obtained based on the target haptic torque correction coefficient, the initial haptic torque, the initial haptic torque correction coefficient, the friction torque of the steer-by-wire non-loaded suspension and steering system, the comprehensive output torque of the electro-hydraulic braking system, the comprehensive output torque correction coefficient of the electro-hydraulic braking system, the rear-wheel steering output torque, the rear-wheel steering output torque correction coefficient, the comprehensive output torque of the steer-by-wire suspension system, and the comprehensive output torque correction coefficient of the steer-by-wire suspension system.

7. The method according to claim 6, wherein The initial haptic torque correction coefficient, the comprehensive output torque correction coefficient of the electro-hydraulic braking system, the rear-wheel steering output torque correction coefficient, and the comprehensive output torque correction coefficient of the steer-by-wire suspension system are determined by the interval in which the current vehicle speed of the current vehicle lies.

8. A control device for a steer-by-wire steering device based on a skateboard chassis, characterized in that, The steer-by-wire steering device includes a steer-by-wire steering column haptic module assembly and a steer-by-wire steering gear actuator module assembly. Among them, the control device includes: An acquisition module for acquiring the road feel feedback level of the current vehicle; A determination module for determining the current steer-by-wire steering mode of the current vehicle according to the current road feel feedback level; A control module for determining the target haptic torque of the current vehicle and controlling the current vehicle according to the target haptic torque when the current steer-by-wire steering mode is the first steer-by-wire steering mode or the second steer-by-wire steering mode, and for controlling the steer-by-wire steering column haptic module assembly to be in a preset silent state and controlling the current vehicle by controlling the steer-by-wire steering gear actuator module assembly when the current steer-by-wire steering mode is the third steer-by-wire steering mode.

9. A vehicle, characterized in that, Comprising: A memory, a processor, and a computer program stored on the memory and executable on the processor, where the processor executes the program to implement the control method of the steer-by-wire steering device based on a skateboard chassis according to any one of claims 1-7.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that, The program is executed by the processor to be used for implementing the control method of the steer-by-wire steering device based on a skateboard chassis according to any one of claims 1-7.

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