Steering-by-wire system control method and device, steering-by-wire system and vehicle

Abstract

The invention discloses a control method and device of a steer-by-wire system, the steer-by-wire system and a vehicle, and belongs to the technical field of vehicles. The method comprises the steps that under the condition that state information of a vehicle meets a zero position self-learning triggering condition, a current zero position offset angle is obtained; determining the current zero offset angle as a target compensation angle under the condition that the variation of the current zero offset angle relative to the zero offset angle stored last time meets a compensation trigger condition; and performing steering angle compensation on a steering angle actuator of the steer-by-wire system based on the target compensation angle so as to correct the zero position of the steering angle actuator and control the vehicle to go straight. According to the invention, the accuracy of straight-going judgment and control of the vehicle is improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a control method and device for a steer-by-wire system, a steer-by-wire system, and a vehicle. Background Art

[0002] Steer-by-wire systems eliminate the mechanical connection between the steering wheel and steering gear in traditional steering systems. This decouples vehicle steering control based on steer-by-wire technology. In practice, the vehicle may gradually drift due to factors such as component wear, load fluctuations, and complex driving conditions.

[0003] Related technologies typically use the vehicle's yaw rate to determine and adjust for deviation. For example, if the vehicle's yaw rate exceeds a preset threshold, the system determines that the vehicle is swerving, and then adjusts the vehicle's yaw rate until the yaw rate approaches zero. However, due to the accuracy and drift of vehicle sensors, misjudgments are very likely to occur, resulting in inaccurate straight-line control. Summary of the Invention

[0004] The present application aims to solve at least one of the technical problems existing in the related art. To this end, the present application proposes a control method and device for a steer-by-wire system, a steer-by-wire system, and a vehicle, which improve the accuracy of the vehicle's straight driving judgment and control.

[0005] In a first aspect, the present application provides a control method for a steer-by-wire system, the method comprising:

[0006] When the vehicle status information meets the zero position self-learning triggering conditions, the current zero position offset angle is obtained;

[0007] In a case where a change in the current zero offset angle relative to a last saved zero offset angle satisfies a compensation trigger condition, determining the current zero offset angle as a target compensation angle;

[0008] The steering angle actuator of the steer-by-wire system is subjected to steering angle compensation based on the target compensation angle to correct the zero position of the steering angle actuator and control the vehicle to move straight.

[0009] In the above technical solution, by setting the zero-position self-learning trigger condition and the compensation trigger condition, only when the vehicle state meets the zero-position self-learning trigger condition and the current zero-position offset angle relative to the last saved angle change meets the compensation trigger condition, will the current angle be determined as the target compensation angle and angle compensation will be performed, effectively avoiding unnecessary compensation operations and improving the accuracy of judging whether the vehicle has a straight-line deviation. By compensating the angle actuator based on the target compensation angle, the zero-position deviation of the angle actuator can be corrected to control the vehicle to go straight, thereby improving the accuracy of the vehicle's straight-line control.

[0010] According to one embodiment of the present application, performing angle compensation on the angle actuator of the steer-by-wire system based on the target compensation angle includes:

[0011] When the vehicle is stopped, the target compensation angle is distributed to a plurality of compensation cycles to obtain a rotation angle compensation amount for each compensation cycle; wherein the rotation angle compensation amount tends to decrease as the compensation cycle increases;

[0012] For any compensation cycle, performing angle compensation on the angle actuator of the steer-by-wire system based on the angle compensation amount allocated for the compensation cycle, and accumulating the compensation time;

[0013] When the compensation time reaches a predetermined value related to the target compensation angle, the rotation angle compensation of the rotation angle actuator of the steer-by-wire system is completed.

[0014] In the above technical solution, the angle compensation of the angle actuator of the wire-controlled steering system is performed by distributing the target compensation angle to multiple compensation cycles when the vehicle is stopped, thereby avoiding the large abnormal noise that may be caused by one-time compensation, and the angle compensation amount of each cycle tends to decrease with the increase of the compensation cycle, thereby realizing progressive compensation, making the compensation process smoother, and completing the angle compensation when the accumulated compensation time reaches a predetermined value related to the target compensation angle. The angle compensation amount tends to decrease with the increase of the compensation cycle, which can more accurately approach the target compensation angle during the angle compensation process, thereby improving the accuracy of the angle compensation of the angle actuator.

[0015] In a second aspect, the present application provides a control device for a steer-by-wire system, the device comprising:

[0016] The first processing unit is configured to obtain a current zero position offset angle when the vehicle status information satisfies a zero position self-learning triggering condition;

[0017] a determining unit, configured to determine that the current zero offset angle is a target compensation angle if a change in the current zero offset angle relative to a last saved zero offset angle satisfies a compensation trigger condition;

[0018] A compensation unit is used to perform angle compensation on the angle actuator of the steer-by-wire system based on the target compensation angle, so as to correct the zero position of the angle actuator and control the vehicle to go straight.

[0019] In a third aspect, the present application provides a steer-by-wire system, comprising a control device for the steer-by-wire system as described in the second aspect above.

[0020] In a fourth aspect, the present application provides an electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the computer program, the control method of the wire-controlled steering system as described in the first aspect above is implemented.

[0021] In a fifth aspect, the present application provides a vehicle comprising a control device for the steer-by-wire system as described in the second aspect above, or comprising a steer-by-wire system as described in the third aspect above.

[0022] In a sixth aspect, the present application provides a non-transitory computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the control method of the wire-controlled steering system as described in the first aspect above.

[0023] In a seventh aspect, the present application provides a chip comprising a processor and a communication interface, wherein the communication interface is coupled to the processor, and the processor is used to run programs or instructions to implement the control method of the wire-controlled steering system as described in the first aspect.

[0024] In an eighth aspect, the present application provides a computer program product, comprising a computer program, which, when executed by a processor, implements the control method of the wire-controlled steering system as described in the first aspect above.

[0025] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become obvious from the description below, or will be learned through practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] The above and / or additional aspects and advantages of the present application will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0027] Figure 1 This is one of the flow charts of the control method of the steer-by-wire system provided in some embodiments of the present application;

[0028] Figure 2 This is a second flow chart of a control method for a steer-by-wire system provided in some embodiments of the present application;

[0029] Figure 3 This is a third flow chart of a control method for a steer-by-wire system provided in some embodiments of the present application;

[0030] Figure 4 This is a fourth flow chart of a control method for a steer-by-wire system provided in some embodiments of the present application;

[0031] Figure 5This is a fifth flow chart of a control method for a steer-by-wire system provided in some embodiments of the present application;

[0032] Figure 6 is a schematic structural diagram of a control device for a steer-by-wire system provided in some embodiments of the present application;

[0033] Figure 7 This is a schematic diagram of the structure of an electronic device provided in some embodiments of the present application. DETAILED DESCRIPTION

[0034] The following will be combined with the accompanying drawings in the embodiments of the present application to clearly describe the technical solutions in the embodiments of the present application. Obviously, the embodiments described are part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field are within the scope of protection of this application.

[0035] The terms "first," "second," and the like in the specification and claims of this application are used to distinguish similar objects, and are not used to describe a specific order or precedence. It should be understood that the terms used in this manner are interchangeable where appropriate, so that the embodiments of this application can be implemented in an order other than that illustrated or described herein, and that the objects distinguished by "first," "second," and the like are generally of the same type, and do not limit the number of objects; for example, the first object can be one or more. In addition, the term "and / or" in the specification and claims refers to at least one of the connected objects, and the character " / " generally indicates that the objects connected are in an "or" relationship.

[0036] The control method, device, steer-by-wire system and vehicle provided by the embodiments of the present application are described in detail below with reference to the accompanying drawings through specific embodiments and their application scenarios.

[0037] The control method of the wire-controlled steering system provided in the embodiment of the present application can be executed by an electronic device or a functional module or functional entity in the electronic device that can implement the control method of the wire-controlled steering system. The electronic devices mentioned in the embodiment of the present application include but are not limited to a vehicle control unit (VCU), an electronic control unit (ECU), etc., wherein the vehicle can be a fuel vehicle, a gas vehicle or a new energy vehicle, and the new energy vehicle can be a pure electric vehicle, a hybrid vehicle or an extended-range vehicle, etc. The control method of the wire-controlled steering system provided in the embodiment of the present application is described below using an electronic device as an example of the execution subject.

[0038] Figure 1This is one of the flow charts of the control method of the wire steering system provided in some embodiments of the present application. Figure 1 As shown, the control method of the steer-by-wire system includes: step 110 , step 120 and step 130 .

[0039] Step 110: When the vehicle status information satisfies the zero-position self-learning triggering condition, obtain the current zero-position offset angle.

[0040] The zero position offset angle reflects the deviation between the center position of the steering wheel and the zero position of the steering angle actuator, and can also be considered as the actual angle of the steering wheel when the vehicle is moving straight. Ideally, the zero position offset angle should be zero, that is, when the steering wheel is in the center position (the center position of the steering wheel in this application can also be called the zero position of the steering wheel), the vehicle can move straight without straight deviation. However, in actual application scenarios, due to factors such as wear of vehicle components, load changes, and complex driving conditions, the zero position offset angle may not be zero. At this time, the steering angle actuator in the wire control steering system is not in its zero position, resulting in the vehicle still being unable to move straight when the steering wheel is in the center position. Therefore, in an embodiment of the present application, the vehicle's state information determination mechanism can timely trigger the vehicle's straight bias detection, and zero position self-learning can be performed when the triggering conditions are met, which helps to accurately control the vehicle's straight driving.

[0041] Zero-position self-learning refers to the process of determining the zero-position offset angle using a specific algorithm based on vehicle state information (such as vehicle speed, steering wheel angle, and yaw rate). In some embodiments, zero-position self-learning also includes determining a target compensation angle based on the zero-position offset angle and performing angle compensation on the steering-by-wire system's steering actuator based on the target compensation angle to correct the steering actuator's zero position and control the vehicle's straight-line travel.

[0042] In an embodiment of the present application, the electronic device may collect vehicle status information through methods such as on-board sensors and determine whether the vehicle status information meets the trigger conditions for zero-position self-learning. For example, the trigger conditions may include the vehicle being in a stable straight-line driving state, the steering wheel maintaining a naturally returned position, and the vehicle's travel distance reaching a preset distance threshold. When the trigger conditions are met, the electronic device initiates the zero-position self-learning process. Based on the status information collected when the trigger conditions are met, the electronic device may calculate the current zero-position offset angle for subsequent zero-position correction or compensation control.

[0043] The vehicle's state information refers to a data set collected or calculated by sensors during the operation of the vehicle, which can reflect the vehicle's current dynamic or static state. The vehicle's state information includes, but is not limited to, the vehicle's speed and yaw rate, and may also include steering wheel information such as the vehicle's steering wheel angle and steering wheel speed. For example, an electronic device may collect the vehicle's yaw rate using a gyroscope or an inertial measurement unit (IMU); for another example, an electronic device may also measure the current steering wheel angle or torque using a steering wheel angle sensor.

[0044] The Road Wheel Actuator (RWA), also known as a wheel actuator, receives steering wheel angle signals from the Hand Wheel Actuator (HWA) in a steer-by-wire system and adjusts the wheel angle accordingly. The HWA is connected to the vehicle's steering wheel and transmits the steering wheel angle signals input by the driver to the RWA. The HWA also simulates the road surface feedback based on the feedback from the RWA, providing the driver with road feel feedback.

[0045] In the embodiment of the present application, the current zero-position offset angle of the vehicle can be obtained through zero-position self-learning, and the zero-position self-learning is triggered when the vehicle's status information meets the zero-position self-learning triggering conditions. By setting reasonable zero-position self-learning triggering conditions, erroneous learning caused by abnormal vehicle status (for example, due to the slope of the road or uneven load distribution, the vehicle needs a certain steering wheel angle to maintain stability when driving straight) can be avoided, thereby improving the accuracy of triggering zero-position self-learning to obtain the zero-position offset angle, and further improving the accuracy of judging whether the vehicle has a straight-line deviation.

[0046] Step 120: When a change in the current zero offset angle relative to the last saved zero offset angle satisfies a compensation trigger condition, determine the current zero offset angle as a target compensation angle.

[0047] When the change in the current zero offset angle relative to the last saved zero offset angle meets the compensation trigger condition, it can be considered that the current vehicle has deviated from the straight-line direction and the angle actuator of the steer-by-wire system needs to be compensated.

[0048] The electronic device continuously monitors the current zero offset angle of the steer-by-wire system and compares it with the previously stored zero offset angle. When the difference (i.e., the change) between the two meets the compensation trigger condition, it is considered that the vehicle's zero position has significantly shifted. The electronic device then identifies the current zero offset angle as the new target compensation angle, which serves as a reference for subsequent zero position correction or angle compensation.

[0049] When the change in the current zero offset angle relative to the last saved zero offset angle meets the compensation trigger condition, the current zero offset angle is determined to be the target compensation angle. This can avoid performing angle compensation on the steering actuator when it is not necessary (the change does not meet the compensation trigger condition), thereby improving the safety of angle compensation on the angle actuator and its adaptability to different application scenarios.

[0050] Step 130 : Performing angle compensation on the steering actuator of the steer-by-wire system based on the target compensation angle to correct the zero position of the steering actuator and control the vehicle to go straight.

[0051] After learning the target compensation angle through the zero-position self-learning function, the electronics can apply compensation control to the steering actuator in the steer-by-wire system based on this learned target compensation angle. For example, the electronics can add or subtract the target compensation angle from the current commanded steering angle to correct the steering actuator's output, thereby adjusting its zero position. This compensation allows the vehicle to maintain straight driving while the steering wheel maintains its natural zero position, thus achieving the desired zero position correction of the steering actuator.

[0052] In some embodiments, performing angle compensation on an angle actuator of the steer-by-wire system based on the target compensation angle includes:

[0053] When the vehicle is stopped, a steering angle actuator of the steer-by-wire system is compensated for a steering angle based on a target compensation angle.

[0054] By performing angle compensation while the vehicle is stopped, unnecessary lateral disturbances or deviations caused by the compensation operation during driving can be avoided, improving vehicle control stability and safety. Furthermore, the driver is unaware of the situation, improving the driving experience. Furthermore, this method facilitates precise compensation based on the vehicle's current static state, helping to improve the accuracy of the steer-by-wire system's zero-position correction, ensuring that the vehicle maintains an optimal straight-ahead posture during subsequent restarts or driving, and reducing the risk of subsequent deviations.

[0055] The embodiments of the present application can have a variety of specific forms of compensation for the angle compensation of the angle actuator of the wire-controlled steer system. The zero position of the angle actuator is the reference position used to determine the straight-ahead direction of the wheel. When the zero position is inconsistent with the zero position of the steering wheel (i.e., a zero-point offset occurs), the vehicle will have a straight-ahead deviation. At this time, the zero position of the angle actuator can be corrected by adjusting the output of the angle actuator according to the target compensation angle. After correction, the zero position of the angle actuator corresponds to the zero position of the steering wheel, so that when the steering wheel is at zero position, the angle actuator is also at zero position, ensuring that the wheel maintains the correct straight-ahead direction, achieving an effective solution to the problem of vehicle straight-ahead deviation.

[0056] The control method of the wire-controlled steer system provided in the present application sets a zero-position self-learning trigger condition and a compensation trigger condition. Only when the vehicle state satisfies the zero-position self-learning trigger condition and the current zero-position offset angle change relative to the last saved angle satisfies the compensation trigger condition, will the current angle be determined as the target compensation angle and angle compensation be performed. This effectively avoids unnecessary compensation operations and improves the accuracy of judging whether the vehicle has a straight-line deviation. Furthermore, the angle actuator is compensated based on the target compensation angle, so that the wire-controlled steer system can automatically correct the zero-position deviation of the angle actuator and control the vehicle to go straight without relying on human intervention, thereby improving the accuracy of the vehicle's straight-line control and enhancing the adaptability and stability of the wire-controlled steer system.

[0057] In some embodiments of the present application, performing angle compensation on the angle actuator of the steer-by-wire system based on the target compensation angle includes:

[0058] When the vehicle is stopped, the target compensation angle is distributed to a plurality of compensation cycles to obtain a rotation angle compensation amount for each compensation cycle; wherein the rotation angle compensation amount tends to decrease as the compensation cycle increases;

[0059] For any compensation cycle, performing angle compensation on the angle actuator of the steer-by-wire system based on the angle compensation amount allocated for the compensation cycle, and accumulating the compensation time;

[0060] When the compensation time reaches a predetermined value related to the target compensation angle, the rotation angle compensation of the rotation angle actuator of the steer-by-wire system is completed.

[0061] When the vehicle is stopped (stationary), to improve the smoothness of the compensation process and the responsiveness of the steer-by-wire system, the electronic device divides the currently calculated target compensation angle into multiple compensation cycles and allocates a corresponding angle compensation amount within each compensation cycle. The allocated angle compensation amount gradually decreases as the compensation cycle progresses, resulting in a slower dynamic characteristic of the overall compensation process. For each compensation cycle, the electronic device adjusts the steering angle of the steering actuator based on the compensation amount for that cycle and records the cumulative duration of the compensation. When the cumulative compensation duration meets a preset threshold that matches the target compensation angle, the electronic device determines that the steering angle compensation is complete, thereby correcting the zero position of the steering actuator. Performing steering angle compensation while the vehicle is stopped effectively prevents unintended steering caused by steering angle compensation during driving, improving the safety of steering angle compensation. Furthermore, when the vehicle is stopped, dynamic interference factors such as vibration and road surface unevenness are eliminated, providing a stable environment for steering angle compensation and improving the accuracy of steering angle compensation.

[0062] Furthermore, in an embodiment of the present application, the target compensation angle is allocated to multiple compensation cycles, and within each compensation cycle, angle compensation is performed according to the allocated angle compensation amount. For example, if a large angle compensation is completed all at once while the vehicle is stopped, the vehicle tires will rotate a large angle in place, which will in turn generate greater friction between the tires and the ground, thereby generating noise. In addition, the mechanical structure of the angle actuator may also produce abnormal noise due to the large angle rotation all at once. Therefore, by using a periodic compensation method, the angle compensation amount for each compensation cycle is reduced compared to completing the angle compensation of the angle actuator all at once. By using progressive compensation, the compensation process is smoother and the abnormal noise caused by angle compensation is reduced.

[0063] The angle compensation amount of each compensation cycle decreases as the compensation cycle increases, so that a larger angle compensation can be performed in the initial compensation period, and then the angle compensation amount of each cycle is gradually reduced to more accurately approach the target compensation angle.

[0064] In some embodiments, a predetermined value associated with the target compensation angle refers to a pre-set value used to determine when the compensation process will terminate. This predetermined value is typically calculated based on the target compensation angle and a compensation strategy (e.g., a decreasing angle compensation amount as the compensation cycle increases). For example, the predetermined value can be the total time required to complete compensation or a predetermined number of compensation cycles. When the cumulative compensation duration reaches the predetermined value (total time) or the number of compensation cycles indicated by the predetermined value has been completed, the cumulative angle compensation amount reaches the target compensation angle, and the compensation process terminates.

[0065] In the above embodiment, by presetting a predetermined value related to the target compensation angle, the electronic device can determine whether the compensation is completed according to the pre-set conditions, thereby avoiding over-compensation or under-compensation and improving the accuracy and controllability of the compensation process.

[0066] The control method of the wire-controlled steer system provided in the embodiment of the present application performs angle compensation on the angle actuator of the wire-controlled steer system by distributing the target compensation angle to multiple compensation cycles when the vehicle is stopped, thereby avoiding the large abnormal noise that may be caused by one-time compensation, and the angle compensation amount of each cycle tends to decrease with the increase of the compensation cycle, thereby realizing progressive compensation, making the compensation process smoother, and completing the angle compensation when the compensation time reaches a predetermined value related to the target compensation angle by accumulating the compensation time. The angle compensation amount tends to decrease with the increase of the compensation cycle, which can more accurately approach the target compensation angle during the angle compensation process, thereby improving the accuracy of the angle compensation of the angle actuator.

[0067] In some embodiments of the present application, performing angle compensation on the angle actuator of the steer-by-wire system based on the angle compensation amount allocated to the compensation period for any compensation period includes:

[0068] For any compensation cycle, the output of the steering angle actuator is adjusted based on the steering angle compensation amount allocated for the compensation cycle, with the neutral position of the vehicle steering wheel as a reference;

[0069] Based on the output, the zero position of the steering angle actuator is changed to correct the mapping relationship between the steering wheel and the steering angle actuator; wherein, after the steering angle compensation is completed, the zero position of the steering wheel corresponds to the adjusted zero position of the steering angle actuator.

[0070] The neutral position of the steering wheel (also known as the zero position) is the ideal position of the steering wheel when the vehicle is traveling straight ahead. It serves as the reference point for the steering actuator's angle compensation. Using the neutral position as the reference during each compensation cycle ensures accurate and consistent angle compensation for the steering actuator. In some embodiments, the neutral position of the vehicle's steering wheel is defined as the position where the steering wheel is bilaterally symmetrical and the angle detected by the steering angle sensor (SAS) is zero.

[0071] The zero position of the steering actuator is the internal reference position used to determine the straight-ahead direction of the wheel, and can be considered as the reference point for the steering actuator to control the steering of the wheel.

[0072] After determining the angle compensation amount for each compensation cycle, the electronic device controls the output of the steering actuator within each compensation cycle based on the angle compensation amount assigned to each compensation cycle. The output of the steering actuator can take various forms, such as a control signal for the steering actuator motor. By adjusting the output of the steering actuator, the electronic device can drive the vehicle wheels to adjust their angles according to the set angle compensation amount. For example, if the angle compensation amount for the current compensation cycle is 1 degree, the electronic device adjusts the output of the steering actuator to increase or decrease the wheel angle by 1 degree, with the specific direction determined by the current zero offset angle.

[0073] Through these adjustments to the steering actuator output, the steering actuator's zero position gradually changes. Each adjustment moves the steering actuator's zero position toward the target direction, gradually reducing the deviation between the steering wheel's neutral position and the steering actuator's zero position. As the steering actuator's zero position is adjusted, the mapping relationship between the steering wheel and the steering actuator is corrected. When all compensation cycles are completed and the accumulated angle compensation reaches the target compensation angle, the steering wheel's zero position corresponds to the steering actuator's zero position. At this point, when the vehicle's steering wheel is in the zero position, the steering actuator is also in the zero position, and the wheels maintain the correct straight-ahead direction. After compensation is complete, the vehicle maintains a stable direction when driving straight, without deviation from the steering actuator's zero position.

[0074] The control method for the steer-by-wire system provided in the embodiment of the present application uses the mid-position of the vehicle steering wheel as a reference in each compensation cycle and adjusts the output of the angle actuator according to the allocated angle compensation amount to change the zero position of the angle actuator. This process can correct the mapping relationship between the steering wheel and the angle actuator so that after the compensation is completed, the zero position of the steering wheel corresponds to the zero position of the angle actuator, thereby achieving an effective solution to the vehicle straight-line deviation problem and improving the accuracy of the vehicle straight-line control.

[0075] In some embodiments of the present application, the accumulated compensation duration is represented by a count value of a timer; and when the compensation duration reaches a predetermined value related to the target compensation angle, completing the angle compensation of the angle actuator of the steer-by-wire system includes:

[0076] determining a change slope of the rotation angle compensation during the plurality of compensation cycles;

[0077] When the count value is greater than the ratio of the target compensation angle to the change slope, the rotation angle compensation of the rotation angle actuator of the steer-by-wire system is completed.

[0078] The cumulative compensation duration is the time accumulated from the start of compensation to the current moment during the angle compensation process. It can be used to determine the progress of the compensation process and whether the conditions for completion have been met. The count value, generated by a timer, represents the cumulative compensation duration. The count value can be a direct measure of time (such as seconds) or the number of compensation cycles. The slope of change is the rate at which the angle compensation amount changes over the compensation cycle, that is, the magnitude of the angle compensation change within each cycle.

[0079] During each compensation cycle, the electronic device uses the vehicle's steering wheel's neutral position as a reference and adjusts the output of the steering actuator according to the angle compensation amount allocated for each compensation cycle. After each compensation cycle, the electronic device controls a timer to increment by 1 until the accumulated compensation duration reaches the ratio of the target compensation angle to the slope of change, completing the angle compensation for the steer-by-wire system's steering actuator. The slope of change can be a fixed, preset frequency or a dynamically adjusted, nonlinear slope, such as an exponentially decreasing slope or a polynomially decreasing slope. The predetermined value, calculated by dividing the target compensation angle by the slope of change, represents the number of cycles or time required to complete the entire compensation process.

[0080] Taking the change slope as a preset change slope as an example, in some embodiments, when the compensation duration reaches a predetermined value related to the target compensation angle, completing the steering angle compensation of the steering actuator of the steer-by-wire system includes:

[0081] determining a ratio of the target compensation angle to the preset change slope;

[0082] When the count value is greater than the ratio, the rotation angle compensation of the rotation angle actuator of the steer-by-wire system is completed.

[0083] The preset slope is the rate at which the angle compensation amount changes over the compensation cycle, that is, the magnitude of the angle compensation change within each cycle. For example, if the preset slope is 1 degree per cycle, the angle compensation amount decreases by 1 degree with each compensation cycle. The predetermined value is calculated by dividing the target compensation angle by the preset slope and represents the number of cycles or duration required to complete the entire compensation process. During the compensation process, a timer is used to record the accumulated number of compensation cycles or compensation duration. The count value can be a direct time record (e.g., seconds) or the number of cycles.

[0084] In the above embodiment, when the change slope is a preset change slope, the angle compensation amount and the change amount of each compensation cycle are known, which improves the controllability of the compensation process. The electronic device can determine the compensation amount of each cycle in advance to control the entire compensation process.

[0085] The control method of the wire-controlled steer system provided in the embodiment of the present application determines the changing slope of the angle compensation in multiple compensation cycles, and completes the angle compensation of the angle actuator of the wire-controlled steer system when the count value is greater than the ratio of the target compensation angle to the changing slope, thereby effectively avoiding over-compensation or under-compensation. The angle compensation amount tends to decrease with the increase of the compensation cycle, and the target compensation angle can be approached more accurately during the angle compensation process, thereby improving the accuracy of the angle compensation of the angle actuator, that is, improving the accuracy of the vehicle's straight-line control.

[0086] In some embodiments of the present application, when a change in the current zero offset angle relative to a last saved zero offset angle satisfies a compensation trigger condition, determining the current zero offset angle as a target compensation angle includes:

[0087] Obtaining the last saved zero offset angle, and determining a change in the current zero offset angle relative to the last saved zero offset angle;

[0088] When the variation exceeds the dead zone angle but does not exceed the first rotation angle threshold, it is determined that the compensation trigger condition is satisfied, and the current zero offset angle is determined to be the target compensation angle.

[0089] The deadband angle is a set angle value used to limit the minimum change required to trigger compensation. If the difference between the current zero offset angle and the last saved zero offset angle exceeds the deadband angle, the current change is considered significant (for example, it exceeds the range of changes caused by measurement errors or short-term interference), and the angle actuator needs to be compensated. By setting the deadband angle, slight zero offset angle changes caused by measurement errors, noise, or short-term interference can be filtered out, thus avoiding unnecessary angle compensation operations.

[0090] The first turning angle threshold is a set angle value used to limit the maximum change that triggers compensation. Setting an upper limit prevents compensation from being triggered when the change is too large. Excessive change indicates a more serious problem with the steer-by-wire system, such as a mechanical failure or sensor error. In this case, performing angle compensation on the angle actuator may mask potentially serious problems or even lead to incorrect angle compensation, impacting vehicle safety and performance. The embodiments of the present application can improve the accuracy of determining whether a vehicle has a straight-line deviation, avoid misjudging a vehicle's straight-line deviation due to minor interference or measurement errors, and avoid difficulties in determining whether the vehicle is truly straight-line due to excessive changes.

[0091] After obtaining the current zero offset angle through zero self-learning, the electronic device obtains the last saved zero offset angle, and compares the current zero offset angle with the last saved zero offset angle to determine the change of the current zero offset angle relative to the last saved zero offset angle. Specifically, the angle difference between the current zero offset angle and the last saved zero offset angle can be calculated as the change amount and after determining the change amount, the change amount is compared with the dead zone angle and the first rotation angle threshold. If the change amount exceeds the dead zone angle but does not exceed the first rotation angle threshold, , determine whether the change meets the compensation triggering condition, the dead zone angle limits the minimum change of compensation triggering, and the first angle threshold limits the maximum change of compensation triggering, which can prevent the triggering of angle compensation of the angle actuator when the change is too large or too small, avoiding the misjudgment of the vehicle's straight-moving deviation due to slight interference or measurement error, and avoiding the difficulty in determining whether the vehicle has a real straight-moving deviation due to excessive change. Subsequently, the angle actuator can be compensated for the angle based on the target compensation angle to correct the zero position of the angle actuator, which also improves the accuracy of controlling the vehicle's straight-moving.

[0092] The control method of the wire-controlled steering system provided in the embodiment of the present application determines the change in the current zero-position offset angle relative to the last saved zero-position offset angle. When the change exceeds the dead zone angle and does not exceed the first angle threshold, it determines that the compensation trigger condition is met and determines the current zero-position offset angle as the target compensation angle. This can avoid unnecessary angle compensation of the steering actuator, thereby improving the accuracy of angle compensation of the angle actuator and its adaptability to different application scenarios.

[0093] In some embodiments of the present application, when the vehicle status information satisfies the zero-position self-learning triggering condition, obtaining the current zero-position offset angle includes:

[0094] When the vehicle status information meets the zero-position self-learning trigger condition, collecting the steering wheel speed;

[0095] When the steering wheel speed is zero, start the straight-line timing of the vehicle, and determine the steering wheel angle and the yaw angle with the vehicle during the straight-line timing;

[0096] When the yaw angle is less than a yaw angle threshold, a current zero offset angle is calculated based on the steering wheel angle.

[0097] Zero steering wheel speed can be considered a prerequisite for starting the straight-line timing and determining the steering wheel angle and yaw angle relative to the vehicle during the timing period. However, when the steering wheel speed is zero, the vehicle may be traveling straight or turning at a fixed angle, so further determination is required based on the vehicle's yaw angle.

[0098] The yaw angle threshold is a preset value used to determine whether the vehicle is in a straight-ahead state. During the straight-ahead timer, the vehicle's yaw angle is determined. If the vehicle's yaw angle is less than the yaw angle threshold, it indicates that the vehicle has maintained a relatively stable straight-ahead state during the straight-ahead timer. The steering wheel angle at this time can be used to calculate the current zero offset angle.

[0099] In an embodiment of the present application, the electronic device collects steering wheel speed when the vehicle status information meets the zero-position self-learning condition. For example, the electronic device may collect the current steering wheel speed using a steering wheel angle sensor or a steering wheel speed sensor. After collecting the steering wheel speed, the electronic device determines whether the steering wheel speed is zero. If so, it starts a straight-line timer and begins recording the vehicle's straight-line travel time.

[0100] During the straight-line timing, the electronic device continuously collects the current steering wheel angle and the vehicle's yaw angle. After the straight-line timing ends, the steering wheel angle sum and the vehicle's yaw angle within the timing period are determined. The steering wheel angle sum can be obtained by the electronic device summing the steering wheel angles within the timing period. The vehicle's yaw angle can be obtained by the electronic device integrating the yaw angular velocity within the timing period of the straight-line timing. If the yaw angle is less than a set yaw angle threshold, it indicates that the vehicle is in a stable straight-line state. At this time, the current zero offset angle is determined. If the yaw angle is less than the set yaw angle threshold, it indicates that the vehicle is in a stable straight-line state. In some embodiments, the current zero offset angle is determined as the ratio of the steering wheel angle sum to the timing period of the straight-line timing.

[0101] In some embodiments, when the straight-line timing duration is greater than a first duration and the yaw angle is less than a yaw angle threshold, the current zero offset angle is calculated based on the steering wheel angle.

[0102] In the above-described embodiment, if the straight-line timing duration is greater than the first duration and the yaw angle is less than the yaw angle threshold, the vehicle can be considered to be in a stable straight-line state. The straight-line timing duration is used to record the duration of the vehicle's straight-line state. After the straight-line timing reaches a certain duration, the zero offset angle determined can more accurately reflect the deviation between the vehicle's steering wheel neutral position and the zero position of the steering angle actuator. Subsequently, the zero offset angle in this state is used to determine whether the compensation trigger condition is met, thereby improving the accuracy of determining whether the vehicle has deviated from straight-line travel. If the compensation trigger condition is met, the zero offset angle is determined as the target compensation angle and steering angle compensation is performed, thereby improving the accuracy of the vehicle's straight-line control.

[0103] Related technologies typically determine whether a vehicle is deviating from its straight-line trajectory based on its yaw rate or wheel speed deviation. Specifically, yaw rate is the angular velocity of a vehicle's rotation about its vertical axis, while wheel speed deviation is the difference in wheel speed between the two sides of the vehicle. Ideally, when the vehicle is traveling straight, the yaw rate should be close to zero, and the wheel speeds on both sides should be roughly consistent. Therefore, using the yaw rate or wheel speed deviation can effectively determine whether a vehicle is deviating from its straight-line trajectory.

[0104] In actual applications, when the vehicle's yaw rate or wheel speed deviation approaches zero, the steering wheel angle position at this time is recorded as the zero offset angle (also called the straight-ahead offset angle), and the wheel steering is adjusted according to the zero offset angle to improve the vehicle's straight-ahead deviation.

[0105] However, the calculation of yaw rate or wheel speed deviation used to determine whether the vehicle has deviated from the straight track usually requires the use of measurement data provided by the vehicle's inertial measurement unit (IMU) sensor. However, IMU sensors may have limited accuracy or drift problems, resulting in insufficiently accurate measured data, which can easily lead to misjudgment of the vehicle's straight track deviation.

[0106] In some embodiments of the present application, when the steering wheel speed is zero, starting a straight-line timing of the vehicle, and determining the steering wheel angle and the yaw angle with the vehicle during the straight-line timing, includes:

[0107] During the straight-line timing, collecting the vehicle's yaw angular velocity in real time;

[0108] The yaw angular velocity is integrated to obtain an actual yaw angle of the vehicle.

[0109] It can be understood that integrating the yaw rate is a cumulative summation of the yaw rate over time. If affected by interference such as ground vibration and signal jitter, the vehicle's yaw rate may experience a zero-point offset. That is, when the vehicle is actually in a straight-ahead state, the measured yaw rate may fluctuate around zero. Integration is a cumulative summation process, and the positive and negative fluctuations of the yaw rate around zero will offset each other in the integration result, thereby reducing the impact of interference factors such as ground vibration and signal jitter. However, if the yaw rate is directly used for judgment in related technologies, positive and negative fluctuations may overlap, resulting in error accumulation. For example, continuous positive fluctuations will cause the cumulative value to continue to increase.

[0110] The control method of the steer-by-wire system provided in the embodiment of the present application starts a straight-line timing when the steering wheel speed is zero, collects the vehicle's steering wheel angle and yaw angle, and obtains the vehicle's yaw angle. When the yaw angle is less than a yaw angle threshold, the current zero offset angle is calculated based on the steering wheel angle and the steering wheel speed. This method improves the robustness of determining whether the vehicle has deviated from the straight-line direction and reduces the risk of misjudging the vehicle's straight-line deviation due to accuracy and drift issues of the vehicle's sensors.

[0111] In some embodiments of the present application, the method further comprises:

[0112] Collect vehicle speed and steering wheel angle;

[0113] When the vehicle speed is greater than the vehicle speed threshold and the steering wheel angle is less than a second angle threshold, it is determined that the state information of the vehicle meets the zero-position self-learning triggering condition.

[0114] The vehicle speed threshold is a preset value used to determine whether the vehicle's driving speed is suitable for zero-position self-learning. A speed exceeding the threshold indicates that the vehicle is traveling at a higher speed. The second steering angle threshold is a preset angle value used to determine whether the steering wheel is close to zero. If the steering wheel angle is less than this threshold, it indicates that the steering wheel is close to zero and the vehicle may be driving straight or slightly adjusting direction.

[0115] In the embodiments of the present application, the electronic device can collect vehicle speed and steering wheel angle through various methods, such as using a wheel speed sensor or GPS module to collect vehicle speed, and using a steering wheel angle sensor to collect vehicle steering wheel angle. When the vehicle speed is greater than a speed threshold and the steering wheel angle is less than a second steering wheel angle threshold, the vehicle can be considered to be in a relatively stable straight-ahead state. At this point, the electronic device triggers zero-position self-learning to obtain a more accurate zero-position offset angle.

[0116] In some embodiments, after collecting the vehicle speed and steering wheel angle, the method further includes:

[0117] Perform low-pass filtering on the collected vehicle speed and steering wheel angle.

[0118] Low-pass filtering of the collected vehicle speed and steering wheel angle can remove high-frequency noise and interference in the data, reduce the impact of measurement errors and interference on the data, and make the measured values ​​of vehicle speed and steering wheel angle closer to the true values.

[0119] The control method of the wire-controlled steer system provided in the embodiment of the present application collects the vehicle speed and steering wheel angle, and determines that the vehicle status information meets the zero-position self-learning trigger condition when the vehicle speed is greater than a speed threshold and the steering wheel angle is less than a second angle threshold. By setting the thresholds of the vehicle speed and the steering wheel angle, zero-position self-learning is achieved when the vehicle is in a stable straight-moving state, avoiding learning at low speed or when the steering wheel is turned significantly, thereby improving the accuracy of the zero-position self-learning results.

[0120] In some embodiments of the present application, the method further includes:

[0121] After the steering angle compensation is completed, the target compensation angle is stored for use in controlling the steer-by-wire system in the next ignition cycle.

[0122] In some embodiments, after completing the rotation angle compensation, storing the target compensation angle includes:

[0123] After the rotation angle compensation is completed, the target compensation angle is stored in the memory of the electronic control unit of the vehicle.

[0124] It can be understood that after completing the angle compensation, the electronic device stores the target compensation angle and uses it in the next ignition cycle, so that after the vehicle is restarted, the zero-position self-learning result of the previous ignition cycle can be applied, so that the wire-controlled steering system enters the state after the angle compensation of the angle actuator is performed, and there is no need to recalculate the compensation, thereby improving the efficiency of the angle compensation of the angle actuator of the wire-controlled steering system.

[0125] In addition, the stored target compensation angle can also be used as the last saved zero offset angle, and is used to determine the change in the zero offset angle relative to the last saved zero offset angle during the next angle compensation of the angle actuator. The angle compensation is then performed when the compensation trigger conditions are met based on the change, which can avoid unnecessary angle compensation of the steering actuator, thereby improving the safety of angle compensation of the angle actuator and its adaptability to different application scenarios.

[0126] The control method of the wire-controlled steer system provided in the embodiment of the present application stores the target compensation angle after completing the angle compensation, so as to control the wire-controlled steer system in the next ignition cycle. After restarting, the vehicle can enter a state after the angle actuator is compensated according to the target compensation angle, thereby realizing angle compensation for the angle actuator of the wire-controlled steer system.

[0127] Each process of the above-mentioned embodiment of the control method of the steer-by-wire system has high adaptability and can be applied to a variety of different vehicles or steer-by-wire systems, and is not limited to a specific vehicle model or a characteristic steer-by-wire system model.

[0128] The control method of the steer-by-wire system provided in the embodiment of the present application can be executed by a control device of the steer-by-wire system. In the embodiment of the present application, the control method of the steer-by-wire system is executed by a control device of the steer-by-wire system as an example to illustrate the control device of the steer-by-wire system provided in the embodiment of the present application.

[0129] The following is a specific example to illustrate.

[0130] Figure 2 This is the second flow chart of the control method of the wire steering system provided by some embodiments of the present application. Figure 2 As shown, the control method of the steer-by-wire system includes: step S11, step S12, step S13, step S14 and step S15.

[0131] Step S11: Determine whether the vehicle status information satisfies the zero-position self-learning triggering condition. If the zero-position self-learning triggering condition is satisfied, record the zero-position self-learning result Ag_Offset.

[0132] Step S12: Verify the zero-position self-learning result to determine whether the zero-position self-learning result meets the compensation threshold. If the compensation threshold is met, update the last zero-position self-learning result.

[0133] Step S13: Determine whether the vehicle meets the zero-position self-learning bias application conditions. If the conditions are met, execute the bias application logic.

[0134] Step S14: Determine that the zero position self-learning is completed.

[0135] Zero-position self-learning only affects the angle compensation of the angle actuator. The feel simulator will not change and will not cause confusion to the driver. When the offset compensation is completed, the vehicle can move straight when the steering wheel is in the 0 position, and the zero-position self-learning function is completed.

[0136] Step S15: The vehicle is powered off, and the zero position self-learning result Ag_Offset is written into the memory.

[0137] The zero position self-learning result is stored in the ECU memory after power off and serves as the zero position of the angle actuator in the next ignition cycle.

[0138] Figure 3 This is the third flow chart of the control method of the wire steering system provided by some embodiments of the present application. Figure 3 As shown, step S11 specifically includes: step S21, step S22, step S23, step S24, step S25, step S26 and step S27.

[0139] Step S21 : acquiring the vehicle speed V, the steering wheel angle ColAng, the steering wheel speed ColSpd, and the vehicle yaw rate YawRate in real time, and performing a low-pass filter.

[0140] Step S22: Determine whether the vehicle speed V is greater than or equal to Vmin, and whether the steering wheel angle ColAng is less than or equal to θ0.

[0141] To improve calculation accuracy, the vehicle speed triggering the deviation condition judgment must be greater than Vmin and the steering wheel angle must be within , so as to avoid mislearning caused by abnormal vehicle status.

[0142] Step S23: When the vehicle speed V is greater than Vmin and the steering wheel angle ColAng is less than or equal to θ0, determine whether the steering wheel speed ColSpd is 0.

[0143] Step S24: When the steering wheel speed ColSpd is 0, trigger the vehicle straight-line timing, and calculate the steering wheel angle integral Ag_sum (angle integral) and yaw angular velocity integral (the yaw angular velocity integral is used as the yaw angle Yaw) within the straight-line timing duration t.

[0144] Step S25: Determine whether the straight-line timing duration t is greater than or equal to the minimum determination time tmin, and whether the vehicle yaw angle Yaw is less than or equal to the straight-line limit value YawLimit.

[0145] Step S26: When the straight-line timing duration t is greater than or equal to the minimum judgment time tmin and the vehicle yaw angle Yaw is less than or equal to the straight-line limit value YawLimit, the average value of the turning angle and the sum in the time period t is used as the zero-position self-learning result Ag_Offset.

[0146] Step S27: If the vehicle speed V is not greater than or equal to Vmin, and / or the steering wheel angle ColAng is not less than or equal to θ0, it is determined that the current zero position self-learning is invalid.

[0147] Or, if the steering wheel speed ColSpd is not 0, it is determined that this zero position self-learning is invalid.

[0148] Alternatively, when the straight-line timing duration t is not greater than or equal to the minimum judgment time tmin, and / or the vehicle yaw angle Yaw is not less than or equal to the straight-line limit value YawLimit, it is determined that this zero-position self-learning is invalid.

[0149] Figure 4 This is a fourth flow chart of a control method for a wire-controlled steering system provided in some embodiments of the present application. Figure 4 As shown, step S12 specifically includes: step S31, step S32, step S33 and step S34.

[0150] Step S31: Obtain the current zero position self-learning result Ag_Offset and the previous zero position self-learning result Ag_Offset_Nvm.

[0151] Step S32: Determine whether the absolute value of the difference between the current zero position self-learning result Ag_Offset and the previous zero position self-learning result Ag_Offset_Nvm is greater than the dead zone angle AgDZ and less than the maximum rotation angle Agmax.

[0152] Step S33: If the absolute value of the difference between the current zero position self-learning result Ag_Offset and the previous zero position self-learning result Ag_Offset_Nvm is not greater than the dead zone angle AgDZ or not less than the maximum rotation angle Agmax, it is determined that the current zero position self-learning is invalid.

[0153] Step S34: when the absolute value of the difference between the current zero position self-learning result Ag_Offset and the previous zero position self-learning result Ag_Offset_Nvm is greater than the dead zone angle AgDZ and less than the maximum rotation angle Agmax, update the previous zero position self-learning result Ag_Offset_Nvm according to the current zero position self-learning result Ag_Offset.

[0154] The zero-position self-learning function should be disabled if the vehicle has a tire blowout or a mechanical steering system anomaly (e.g., a large four-wheel alignment discrepancy). To ensure that zero-position self-learning is effective under the correct vehicle conditions, the zero-position offset angle Ag_Offset learned in step S11 is valid only when it satisfies the dead zone angle AgDZ and the maximum steering angle Agmax. Otherwise, the zero-position self-learning angle is invalid, and the zero-position self-learning function exits, thus avoiding zero-position learning errors caused by mechanical backlash and mechanical anomalies.

[0155] When a vehicle deviates from the straight-line direction, the driver will manually compensate for the steering angle to keep the vehicle moving straight. Therefore, automatic compensation cannot be performed while the vehicle is in motion. It is necessary to determine whether the vehicle meets the zero-position self-learning bias application conditions. If the conditions are met, the bias application logic is executed to avoid unexpected steering.

[0156] Figure 5 This is a fifth flow chart of a control method for a wire-controlled steering system provided in some embodiments of the present application. Figure 5 As shown, step S13 specifically includes: step S41, step S42, step S43, step S44, step S45 and step S46.

[0157] Step S41: Set the compensation angle output Ag_OffsetOut and the compensation time duration T to zero.

[0158] Step S42: Determine whether the vehicle speed V is equal to zero.

[0159] Step S43: When the vehicle speed V is zero, the steering angle actuator of the steer-by-wire system is compensated in multiple cycles. The compensation angle output Ag_OffsetOut increases by the change slope Rate in each cycle, and the compensation time T increases by 1.

[0160] Step S44: Determine whether the compensation time duration T is greater than the ratio of the target compensation angle Ag_Offset_Nvm to the change slope Rate.

[0161] Step S45 : When the compensation time T is greater than the ratio of the target compensation angle Ag_Offset_Nvm to the change slope Rate, the steering angle compensation of the steering angle actuator of the steer-by-wire system is completed.

[0162] In this embodiment, compensation is performed only after the vehicle stops, based on the zero-position offset angle Ag_Offset_Nvm obtained through zero-position self-learning, to prevent unexpected steering during driving. The compensation process is gradual to avoid abnormal noise caused by compensation. After the vehicle stops, the compensation angle output Ag_OffsetOut increases by the change slope Rate each cycle, and a timer increments by 1. Straight-line learning is completed when the timer exceeds the ratio of the angle offset Ag_Offset_Nvm to the change slope Rate, at which point the vehicle can proceed straight.

[0163] Figure 6 Schematic diagram of the structure of the control device of the wire steering system provided by some embodiments of the present application. Figure 6 As shown, the control device 600 of the steer-by-wire system includes: a first processing unit 601 , a determination unit 602 and a compensation unit 603 .

[0164] The first processing unit 601 is configured to obtain a current zero position offset angle when the vehicle status information satisfies a zero position self-learning trigger condition;

[0165] a determining unit 602 configured to determine that the current zero offset angle is a target compensation angle if a change in the current zero offset angle relative to a last saved zero offset angle satisfies a compensation trigger condition;

[0166] The compensation unit 603 is configured to perform steering angle compensation on the steering actuator of the steer-by-wire system based on the target compensation angle, so as to correct the zero position of the steering actuator and control the vehicle to move straight.

[0167] In some embodiments, the compensation unit 603 is configured to:

[0168] When the vehicle is stopped, the target compensation angle is distributed to a plurality of compensation cycles to obtain a rotation angle compensation amount for each compensation cycle; wherein the rotation angle compensation amount tends to decrease as the compensation cycle increases;

[0169] For any compensation cycle, performing angle compensation on the angle actuator of the steer-by-wire system based on the angle compensation amount allocated for the compensation cycle, and accumulating the compensation time;

[0170] When the compensation time reaches a predetermined value related to the target compensation angle, the rotation angle compensation of the rotation angle actuator of the steer-by-wire system is completed.

[0171] In some embodiments, performing angle compensation on the angle actuator of the steer-by-wire system based on the angle compensation amount allocated to the compensation cycle for any compensation cycle includes:

[0172] For any compensation cycle, the output of the steering angle actuator is adjusted based on the steering angle compensation amount allocated for the compensation cycle, with the neutral position of the vehicle steering wheel as a reference;

[0173] Based on the output, the zero position of the steering angle actuator is changed to correct the mapping relationship between the steering wheel and the steering angle actuator; wherein, after the steering angle compensation is completed, the zero position of the steering wheel corresponds to the adjusted zero position of the steering angle actuator.

[0174] In some embodiments, the accumulated compensation duration is represented by a count value of a timer; and when the compensation duration reaches a predetermined value related to the target compensation angle, completing the angle compensation of the angle actuator of the steer-by-wire system includes:

[0175] determining a change slope of the rotation angle compensation during the plurality of compensation cycles;

[0176] When the count value is greater than the ratio of the target compensation angle to the change slope, the rotation angle compensation of the rotation angle actuator of the steer-by-wire system is completed.

[0177] In some embodiments, the determining unit 602 is configured to:

[0178] Obtaining the last saved zero offset angle, and determining a change in the current zero offset angle relative to the last saved zero offset angle;

[0179] When the variation exceeds the dead zone angle but does not exceed the first rotation angle threshold, it is determined that the compensation trigger condition is satisfied, and the current zero offset angle is determined to be the target compensation angle.

[0180] In some embodiments, the first processing unit 601 is configured to: collect the steering wheel speed when the vehicle status information meets the zero-position self-learning trigger condition;

[0181] When the steering wheel speed is zero, start the straight-line timing of the vehicle, and determine the steering wheel angle and the yaw angle with the vehicle during the straight-line timing;

[0182] When the yaw angle is less than a yaw angle threshold, a current zero offset angle is calculated based on the steering wheel angle.

[0183] In some embodiments, the control device 600 of the steer-by-wire system further includes a second processing unit, which is configured to:

[0184] Collect vehicle speed and steering wheel angle;

[0185] When the vehicle speed is greater than the vehicle speed threshold and the steering wheel angle is less than a second angle threshold, it is determined that the state information of the vehicle meets the zero-position self-learning triggering condition.

[0186] In some embodiments, the control device 600 of the steer-by-wire system further includes a third processing unit, which is configured to:

[0187] After the steering angle compensation is completed, the target compensation angle is stored for use in controlling the steer-by-wire system in the next ignition cycle.

[0188] The control device of the steer-by-wire system in the embodiments of the present application may be an electronic device or a component of an electronic device, such as an integrated circuit or chip. The electronic device may be a terminal or other device other than a terminal. For example, the electronic device may be a vehicle control unit (VCU), a vehicle electronic control unit (ECU), etc., which is not specifically limited in the embodiments of the present application.

[0189] The control device of the steer-by-wire system in the embodiments of the present application may be a device having an operating system. The operating system may be a Microsoft (Windows) operating system, an Android operating system, an iOS operating system, or other possible operating systems, which are not specifically limited in the embodiments of the present application.

[0190] The control device of the wire-controlled steering system provided in the embodiment of the present application can implement each process implemented in the above-mentioned embodiment of the control method of the wire-controlled steering system and achieve the same technical effect. To avoid repetition, it will not be described here.

[0191] The present application provides a wire-controlled steering system, including: Figure 6 Controls for a steer-by-wire system are shown.

[0192] The embodiment of the present application provides a vehicle, including Figure 6 The control device of the wire-controlled steering system shown may include, or include, the wire-controlled steering system provided by the above-mentioned embodiment.

[0193] In some embodiments, as Figure 7 As shown, an embodiment of the present application further provides an electronic device 700, including a processor 701, a memory 702, and a computer program stored in the memory 702 and executable on the processor 701. When the program is executed by the processor 701, each process of the control method embodiment of the above-mentioned wire-controlled steering system is implemented, and the same technical effect can be achieved. To avoid repetition, it will not be described here.

[0194] It should be noted that the electronic devices in the embodiments of the present application include the mobile electronic devices and non-mobile electronic devices mentioned above.

[0195] An embodiment of the present application also provides a non-transitory computer-readable storage medium, which stores a computer program. When the computer program is executed by a processor, it implements the various processes of the above-mentioned control method embodiment of the wire-controlled steering system and can achieve the same technical effect. To avoid repetition, it will not be repeated here.

[0196] The processor is the processor in the electronic device described in the above embodiment. The readable storage medium includes a computer readable storage medium, such as a computer read-only memory (ROM), a random access memory (RAM), a magnetic disk, or an optical disk.

[0197] An embodiment of the present application further provides a computer program product, including a computer program, which implements the control method of the above-mentioned wire-controlled steering system when executed by a processor.

[0198] The processor is the processor in the electronic device described in the above embodiment. The readable storage medium includes a computer readable storage medium, such as a computer read-only memory (ROM), a random access memory (RAM), a magnetic disk, or an optical disk.

[0199] An embodiment of the present application further provides a chip, which includes a processor and a communication interface, wherein the communication interface is coupled to the processor, and the processor is used to run programs or instructions to implement the various processes of the above-mentioned control method embodiment of the wire-controlled steering system, and can achieve the same technical effect. To avoid repetition, it will not be repeated here.

[0200] It should be understood that the chip mentioned in the embodiments of the present application can also be called a system-level chip, a system chip, a chip system or a system-on-chip chip, etc.

[0201] It should be noted that, in this article, the terms "comprise", "include" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, an element defined by the statement "comprises a ..." does not exclude the presence of other identical elements in the process, method, article or device comprising the element. In addition, it should be noted that the scope of the methods and devices in the embodiments of the present application is not limited to performing functions in the order shown or discussed, and may also include performing functions in a substantially simultaneous manner or in the opposite order according to the functions involved. For example, the described method may be performed in an order different from that described, and various steps may also be added, omitted, or combined. In addition, the features described with reference to certain examples may be combined in other examples.

[0202] Through the description of the above implementation methods, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be implemented by means of software plus the necessary general hardware platform, and of course can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of the present application, or the part that contributes to the relevant technology, can be embodied in the form of a computer software product, which is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk), and includes a number of instructions for enabling a terminal (which can be a mobile phone, computer, server, or network device, etc.) to execute the methods described in each embodiment of the present application.

[0203] The embodiments of the present application are described above in conjunction with the accompanying drawings, but the present application is not limited to the above-mentioned specific implementation methods. The above-mentioned specific implementation methods are merely illustrative and not restrictive. Under the guidance of this application, ordinary technicians in this field can also make many forms without departing from the purpose of this application and the scope of protection of the claims, all of which are within the protection of this application.

[0204] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples" means that the specific features, structures, materials, or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0205] Although the embodiments of the present application have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions, and variations may be made to the embodiments without departing from the principles and intent of the present application, and that the scope of the present application is defined by the claims and their equivalents.

Claims

1. A control method for a steer-by-wire system, characterized in that: The method comprises: When the vehicle status information meets the zero position self-learning triggering conditions, the current zero position offset angle is obtained; In a case where a change in the current zero offset angle relative to a last saved zero offset angle satisfies a compensation trigger condition, determining the current zero offset angle as a target compensation angle; The steering angle actuator of the steer-by-wire system is subjected to steering angle compensation based on the target compensation angle to correct the zero position of the steering angle actuator and control the vehicle to move straight.

2. The control method of the steer-by-wire system according to claim 1, characterized in that: The performing angle compensation on the angle actuator of the steer-by-wire system based on the target compensation angle includes: When the vehicle is stopped, the target compensation angle is distributed to a plurality of compensation cycles to obtain a rotation angle compensation amount for each compensation cycle; wherein the rotation angle compensation amount tends to decrease as the compensation cycle increases; For any compensation cycle, performing angle compensation on the angle actuator of the steer-by-wire system based on the angle compensation amount allocated for the compensation cycle, and accumulating the compensation time; When the compensation time reaches a predetermined value related to the target compensation angle, the rotation angle compensation of the rotation angle actuator of the steer-by-wire system is completed.

3. The control method of the steer-by-wire system according to claim 2, characterized in that: The step of performing angle compensation on the angle actuator of the steer-by-wire system based on the angle compensation amount allocated to the compensation period for any compensation period includes: For any compensation cycle, the output of the steering angle actuator is adjusted based on the steering angle compensation amount allocated for the compensation cycle, with the neutral position of the vehicle steering wheel as a reference; Based on the output, the zero position of the steering angle actuator is changed to correct the mapping relationship between the steering wheel and the steering angle actuator; wherein, after the steering angle compensation is completed, the zero position of the steering wheel corresponds to the adjusted zero position of the steering angle actuator.

4. The control method of the steer-by-wire system according to claim 2 or 3, characterized in that: The accumulated compensation time is represented by a count value of a timer; and when the compensation time reaches a predetermined value related to the target compensation angle, the steering angle actuator of the steer-by-wire system is compensated, comprising: determining a change slope of the rotation angle compensation during the plurality of compensation cycles; When the count value is greater than the ratio of the target compensation angle to the change slope, the rotation angle compensation of the rotation angle actuator of the steer-by-wire system is completed.

5. The control method of the steer-by-wire system according to claim 1, characterized in that: The step of determining the current zero offset angle as a target compensation angle when a change in the current zero offset angle relative to a last saved zero offset angle satisfies a compensation trigger condition includes: Obtaining the last saved zero offset angle, and determining a change in the current zero offset angle relative to the last saved zero offset angle; When the variation exceeds the dead zone angle but does not exceed the first rotation angle threshold, it is determined that the compensation trigger condition is satisfied, and the current zero offset angle is determined to be the target compensation angle.

6. The control method of the steer-by-wire system according to claim 1, characterized in that: When the vehicle status information satisfies the zero-position self-learning triggering condition, obtaining the current zero-position offset angle includes: When the vehicle status information meets the zero-position self-learning trigger condition, collecting the steering wheel speed; When the steering wheel speed is zero, start the straight-line timing of the vehicle, and determine the steering wheel angle and the yaw angle with the vehicle during the straight-line timing; When the yaw angle is less than a yaw angle threshold, a current zero offset angle is calculated based on the steering wheel angle.

7. The control method of the steer-by-wire system according to claim 6, characterized in that: The method further comprises: Collect vehicle speed and steering wheel angle; When the vehicle speed is greater than the vehicle speed threshold and the steering wheel angle is less than a second angle threshold, it is determined that the state information of the vehicle meets the zero-position self-learning triggering condition.

8. The control method of the steer-by-wire system according to claim 1, characterized in that: The method further comprises: After the steering angle compensation is completed, the target compensation angle is stored for use in controlling the steer-by-wire system in the next ignition cycle.

9. A control device for a steer-by-wire system, characterized in that: The device comprises: The first processing unit is configured to obtain a current zero position offset angle when the vehicle status information satisfies a zero position self-learning triggering condition; a determining unit, configured to determine that the current zero offset angle is a target compensation angle if a change in the current zero offset angle relative to a last saved zero offset angle satisfies a compensation trigger condition; A compensation unit is used to perform angle compensation on the angle actuator of the steer-by-wire system based on the target compensation angle, so as to correct the zero position of the angle actuator and control the vehicle to go straight.

10. A steer-by-wire system, characterized in that: A control device comprising the steer-by-wire system as claimed in claim 9.

11. An electronic device, characterized in that: include: memory for storing computer programs; A processor, configured to implement the steps of the control method of the steer-by-wire system according to any one of claims 1 to 8 when executing the computer program.

12. A vehicle, characterized in that: A control device comprising the steer-by-wire system according to claim 9, or a steer-by-wire system according to claim 10.

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