Design method and system for variable angle transmission ratio of steer-by-wire vehicle

Abstract

The invention discloses a steering-by-wire vehicle variable angle transmission ratio design method and system, and relates to the technical field of automobile steering. For the low-speed working condition, the minimum threshold value of the variable angle transmission ratio is set, and the variable angle transmission ratio is obtained based on the control thought that the steady-state yaw velocity gain is constant; and for the high-speed working condition, the maximum threshold value of the variable angle transmission ratio is set, and fuzzy control is adopted to carry out optimization design on the variable angle transmission ratio. By adopting the scheme based on the invariable steady-state yaw velocity gain, the steady-state response of vehicle steering is optimized, and it is ensured that the response characteristic of the vehicle is kept stable and is not affected by the change of the vehicle speed. Aiming at the problem that the transmission ratio is insufficient under the high-speed working condition, a variable-angle transmission ratio control strategy combining fixed gain and fuzzy control is adopted, and the steering performance during high-speed driving is effectively improved. And the optimal steering characteristic under different vehicle speeds is realized while the medium-speed driving tracking effect is ensured.

Description

Technical Field

[0001] The present invention relates to the technical field of automobile steering, and in particular to a method and system for designing a variable angle transmission ratio of a steer-by-wire vehicle. Background Art

[0002] As a core subsystem for vehicle handling stability and active safety, the performance of an automotive steering system directly impacts the driving experience and safety. Early mechanical steering systems transmitted steering torque through a rigid mechanical connection, resulting in heavy driver loads and significant safety hazards, particularly at high speeds or in tight corners. To address this issue, mechanical hydraulic power steering systems employ an engine-driven hydraulic pump to provide steering assistance, significantly reducing steering torque. However, these systems suffer from inherent drawbacks such as unadjustable power assistance, drifting steering at high speeds, hydraulic leakage, and excessive energy consumption.

[0003] Subsequently, electronic hydraulic power steering systems developed, using an electronic control unit to dynamically adjust the hydraulic pump flow, achieving speed-adaptive power steering. Modern electronic power steering systems further utilize electric motors to directly drive the steering mechanism, improving energy efficiency and reliability while simplifying the system architecture. Despite this, these systems still rely on mechanical connections and cannot fully meet the flexible control requirements of steering systems in the autonomous driving era.

[0004] In addition, the traditional steering system uses a fixed variable-angle transmission ratio, which causes the vehicle's dynamic response to exhibit significant nonlinear characteristics: at low speeds, the fixed transmission ratio requires excessive steering wheel angles, affecting ease of operation; at high speeds, the steering response is too sensitive, requiring the driver to continuously correct the steering wheel input to maintain stability; and there is insufficient adaptability: the steering characteristics cannot be dynamically optimized according to different driving styles or road conditions.

[0005] Steer-by-wire systems achieve fully electrical steering by completely eliminating the mechanical connection between the steering wheel and steering wheels. This technology, derived from flight-by-wire control systems in the aviation industry, features a decoupled design: the steering wheel and steering actuator are independently controlled, allowing for freely defined steering transmission characteristics; a variable angular transmission ratio: the ratio between steering wheel angle and front wheel angle can be dynamically adjusted based on vehicle speed; and active safety enhancements: the ECU monitors vehicle status in real time, proactively correcting driver errors or preventing potential hazards.

[0006] In the prior art, although the variable angle transmission ratio design can improve the limitations of the traditional fixed transmission ratio system, there are still the following key defects: the existing variable transmission ratio strategy is mostly based on static speed mapping, and the dynamic response characteristics of the vehicle are not fully considered; the steering gain still fluctuates with the change of the vehicle speed, the driver needs to continuously adjust the steering input to compensate for the difference in dynamic response, and the upper and lower limits of the transmission ratio are usually set as fixed values, which may cause instability due to excessive front wheel angle and insufficient steering sensitivity of heavy load vehicles in extreme conditions. SUMMARY

[0007] The purpose of the present application is to provide a variable angle transmission ratio design method and system for steer-by-wire vehicles, which aims to keep the steady-state yaw rate gain constant, dynamically adjusts the variable angle transmission ratio, ensures that the vehicle response characteristics do not change with the vehicle speed, and improves the handling stability.

[0008] According to a first aspect of the embodiments of the present disclosure, a variable angle transmission ratio design method for steer-by-wire vehicles is provided, comprising the following steps:

[0009] For low speed conditions, set the minimum threshold i of the variable angle transmission ratio min , and based on the control idea of constant steady-state yaw rate gain , obtain the variable angle transmission ratio;

[0010] For high speed conditions, set the maximum threshold i of the variable angle transmission ratio max , and use fuzzy control to optimize the design of the variable angle transmission ratio.

[0011] In one embodiment, according to the motion differential equation of the two-degree-of-freedom linear model, when the vehicle steering enters the steady state, the yaw rate ω r is a constant steady-state value, and the ideal steady-state yaw rate gain of the vehicle relative to the front wheel angle response is obtained

[0012]

[0013] where K is a stability factor that can represent the steady-state response of the vehicle; a and b are the distances from the mass center to the front and rear axles of the vehicle; u is the forward speed of the vehicle; L is the wheelbase; ω r is the yaw rate; δ f is the front wheel angle; k1 and k2 are the side stiffness of the front and rear tires of the vehicle; and m is the mass of the vehicle.

[0014] In one embodiment, based on the control idea of constant steady-state yaw rate gain , the variable angle transmission ratio i is obtained in the following manner:

[0015]

[0016] The steady-state yaw rate gain Set it as a constant value to obtain the variable angle transmission ratio of the steer-by-wire system at different vehicle speeds.

[0017] In one embodiment, the optimization design method of the variable angle transmission ratio using fuzzy control is as follows:

[0018] Establish a fuzzy rule base with vehicle forward speed and steering wheel angle as input and transmission ratio correction as output;

[0019] The fuzzy processing of vehicle forward speed, steering wheel angle and variable angle transmission ratio is realized through membership function;

[0020] Based on driving experience, a control rule is formulated: "If the vehicle speed is high and the steering is sharp, the variable angle transmission ratio should be appropriately increased."

[0021] The optimal variable angle transmission ratio is output after defuzzification processing.

[0022] In one embodiment, in the low-speed operating section, when the vehicle speed is lower than the lower critical speed u0, the variable angle transmission ratio is kept constant at i min .

[0023] In one embodiment, in the high-speed operating section, when the vehicle speed exceeds the upper critical speed u1, the variable angle transmission ratio is kept constant at i max .

[0024] In one embodiment, when the vehicle speed is between 0 and 30 km / h, the variable angle transmission ratio is set to a constant value N1;

[0025] When the vehicle speed is between 30-90km / h, based on the steady-state yaw rate gain The constant control concept results in a variable angle transmission ratio;

[0026] When the vehicle speed is between 90-130km / h, fuzzy control is used to optimize the variable angle transmission ratio;

[0027] When the vehicle speed is above 130 km / h, the variable angle transmission ratio is set to a constant value N2.

[0028] According to a second aspect of an embodiment of the present disclosure, a system for designing a variable angle transmission ratio for a steer-by-wire vehicle is provided, comprising:

[0029] The low-speed transmission ratio control module sets the minimum threshold value i of the variable angle transmission ratio for low-speed conditions. min , and based on the steady-state yaw rate gain The constant control concept results in a variable angle transmission ratio;

[0030] High-speed transmission ratio optimization module sets the maximum threshold value i of the variable angle transmission ratio for high-speed working conditions max, fuzzy control is used to optimize the design of variable angle transmission ratio.

[0031] According to a third aspect of an embodiment of the present disclosure, an electronic device is provided, comprising a memory, a processor, and a computer program stored and running on the memory, wherein the processor implements the method for designing a variable angle transmission ratio of a steer-by-wire vehicle when executing the program.

[0032] According to a fourth aspect of an embodiment of the present disclosure, a computer-readable storage medium is provided, on which a computer program is stored. When the program is executed by a processor, the method for designing a variable angle transmission ratio of a steer-by-wire vehicle is implemented.

[0033] The above technical solution adopted by the present invention has the following advantages compared with the prior art:

[0034] 1. By adopting a solution based on a constant steady-state yaw rate gain, the steady-state response of the vehicle steering is optimized, ensuring that the vehicle's response characteristics remain stable and are not affected by changes in vehicle speed.

[0035] 2. To address the problem of insufficient transmission ratio under high-speed conditions, a variable angle transmission ratio control strategy combining fixed gain and fuzzy control is adopted to effectively improve the steering performance during high-speed driving.

[0036] 3. While ensuring tracking performance at medium speeds, it achieves optimal steering characteristics at different vehicle speeds:

[0037] At low speeds, the vehicle has greater steering sensitivity, significantly reducing the steering wheel angle input required to achieve the desired front wheel angle response;

[0038] Under high-speed conditions, the steering sensitivity is appropriately reduced to avoid the front wheels responding to excessive turning angles, thereby greatly improving handling stability.

[0039] This series of optimizations enables the steering system to provide the best handling experience under different vehicle speed conditions. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] The drawings in the specification, which constitute a part of this application, are used to provide further understanding of this application. The illustrative embodiments of this application and their descriptions are used to explain this application and do not constitute improper limitations on this application.

[0041] Figure 1 This is a comparison chart of the driving trajectory at a speed of 20km / h and the front wheel turning angle at a speed of 20km / h;

[0042] Figure 2 The driving trajectory at a speed of 40km / h and the driving trajectory at a speed of 60km / h;

[0043] Figure 3Fig. 6 is a graph showing a comparison between the front wheel angle at a speed of 40 km / h and the front wheel angle at a speed of 60 km / h;

[0044] Figure 4 Fig. 7 is a graph showing a comparison between the trajectory at a speed of 120 km / h and the front wheel angle at a speed of 120 km / h;

[0045] Figure 5 Fig. 8 is a graph showing a comparison between the trajectory at a speed of 135 km / h and the front wheel angle at a speed of 135 km / h; DETAILED DESCRIPTION

[0046] The present disclosure will be further described with reference to the drawings and examples.

[0047] It should be noted that the following detailed description is merely exemplary in nature and is intended to provide further description of the application. Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs.

[0048] It is also to be understood that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting. As used herein, the singular forms "a", "an" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms "comprises" and / or "comprising," when used in this specification, specify the presence of stated features, steps, operations, elements, and / or components, but do not preclude the presence or addition of one or more other features, steps, operations, elements, components, and / or groups thereof.

[0049] It should be noted that the flowchart and block diagrams in the drawings illustrate the architecture, functionality, and operation of possible implementations of methods and systems according to various embodiments of the present disclosure. It should also be noted that each block in the flowchart and block diagrams and / or combinations of blocks in the flowchart and block diagrams can be implemented by a machine readable medium that can comprise one or more executable instructions for implementing the specified logical function(s). It should also be noted that in some alternative implementations, the functions noted in the blocks can occur out of the order noted in the figures. For example, two blocks shown in succession may, in fact, be executed substantially concurrently or the blocks can sometimes be executed in the reverse order, depending upon the functionality involved. It will also be noted that each block of the flowchart and / or block diagrams and combinations of blocks in the flowchart and / or block diagrams can be implemented by special purpose hardware-based systems that perform the specified functions or acts or combinations of special purpose hardware and

[0050] Embodiment One:

[0051] The embodiment provides a design method for variable angle transmission ratio of steer-by-wire vehicle, comprising the following steps:

[0052] For low-speed conditions, set the minimum threshold i of variable angle transmission ratio min , and based on the steady-state yaw rate gain Constant control idea to get variable angle transmission ratio;

[0053] Specifically, according to the motion differential equation of the two-degree-of-freedom linear model, when the vehicle steering enters a steady state, the yaw rate ω r is a constant, at this time And The ideal steady-state yaw rate gain of the vehicle relative to the front wheel angle response is obtained

[0054]

[0055] Where K is the stability factor, which can represent the steady-state response of the vehicle; a, b are the distances from the mass center to the front and rear axles; u is the vehicle forward speed; L is the wheelbase; ω r is the yaw rate; δ f is the front wheel angle; k1, k2 are the lateral stiffness of the front and rear tires; m is the vehicle mass; is the derivative of the vehicle lateral speed.

[0056] Variable angle transmission ratio can be represented as the ratio of two steering gains, that is, Substituting the above formula can be obtained:

[0057]

[0058] The steady-state yaw rate gain is set to a constant value, and the variable angle transmission ratio of the LKAS system at different vehicle speeds is obtained.

[0059] For high-speed conditions, set the maximum threshold i of variable angle transmission ratio max , and use fuzzy control to optimize the design of variable angle transmission ratio.

[0060] In actual driving conditions, the driver's demand for vehicle steering characteristics will change with vehicle speed. Especially at high speed, too high a yaw rate gain will cause the vehicle to be too sensitive to steering, affecting driving stability. Therefore, the fixed steady-state yaw rate gain scheme has obvious limitations at high speed: when the gain is maintained unchanged, the steering response at high speed will exceed the safe range, which is neither in line with the driver's control expectations nor conducive to driving safety.

[0061] To address this issue, a fuzzy control strategy can be used to optimize the variable-angle transmission ratio in high-speed sections. This method collects key parameters such as vehicle forward speed and steering wheel angle in real time, and uses a fuzzy inference mechanism to dynamically adjust the transmission ratio, thereby appropriately reducing the yaw rate gain under high-speed conditions. Specifically:

[0062] 1) Establish a fuzzy rule base with vehicle forward speed and steering wheel angle as input and transmission ratio correction as output;

[0063] 2) Fuzzy processing of vehicle forward speed, steering wheel angle, and variable angle transmission ratio is achieved through membership function;

[0064] 3) Based on driving experience, a control rule is established: "If the vehicle speed is high and the steering is sharp, increase the variable angle transmission ratio."

[0065] 4) Output the optimal variable angle transmission ratio after defuzzification processing.

[0066] Preferably, according to the characteristic analysis of the vehicle steering system, when the vehicle speed u approaches zero infinitely, the variable angle transmission ratio i will also approach zero in theory. However, due to the front wheel angle δ f There is a maximum travel limit for the mechanical design. If the transmission ratio is too small, the steering wheel angle requirement will be too large, exceeding the driver's operating range. Therefore, for low-speed conditions (such as parking or very low-speed steering), a minimum threshold value i of the variable angle transmission ratio needs to be set. min , and maintain the variable angle transmission ratio i below a certain critical speed u0 min Constant.

[0067] Preferably, under high-speed conditions, if the variable angle transmission ratio is too large, it will cause slow steering response, affecting the real-time performance of operations such as overtaking or obstacle avoidance. Therefore, the maximum threshold value of the variable angle transmission ratio is set to i max , and maintain the variable angle transmission ratio i when the vehicle speed is higher than the upper critical speed u1 max Constant.

[0068] In summary, by combining the advantages of both steady-state yaw rate gain constant control and fuzzy control, a segmented variable angle transmission ratio control strategy is adopted: at low speeds, based on the control concept of steady-state yaw rate gain constant, the variable angle transmission ratio is dynamically determined through the gain relationship to ensure linear and controllable steering response; for high-speed conditions, a fuzzy control strategy is adopted. By sensing parameters such as vehicle speed and steering wheel angle in real time, the transmission ratio is dynamically optimized through fuzzy reasoning, maintaining high-speed stability while improving steering agility. The specific design is as follows:

[0069] A1. When the vehicle speed is between 0 and 30 km / h, the control effect is mainly to improve steering sensitivity and reduce the steering wheel angle required for large turns. The variable angle transmission ratio is set to a fixed value, such as 6.

[0070] A2. When the vehicle speed is between 30-90 km / h, in order to ensure that the vehicle has the same response characteristics at different speeds and to simplify the steering operation, a steady-state yaw rate gain is used. The constant control concept results in a variable angle transmission ratio;

[0071] A3. When the vehicle speed is between 90 and 130 km / h, fuzzy control is used to optimize the variable angle transmission ratio to reduce steering sensitivity and mitigate the impact of driver misoperation during high-speed driving.

[0072] A4. When the vehicle speed is above 130 km / h, to prevent the transmission ratio from being too large and causing the steering to be too slow, set the variable angle transmission ratio to a fixed value, such as 25.

[0073] Example 2:

[0074] This embodiment provides a system for designing a variable angle transmission ratio for a steer-by-wire vehicle, including:

[0075] The low-speed transmission ratio control module sets the minimum threshold value i of the variable angle transmission ratio for low-speed conditions. min , and based on the steady-state yaw rate gain The constant control concept results in a variable angle transmission ratio;

[0076] High-speed transmission ratio optimization module sets the maximum threshold value i of the variable angle transmission ratio for high-speed working conditions max , fuzzy control is used to optimize the design of variable angle transmission ratio.

[0077] Example 3:

[0078] An electronic device includes a memory, a processor, and a computer program stored and running on the memory, wherein the processor, when executing the program, implements the above-mentioned method for designing a variable angle transmission ratio for a steer-by-wire vehicle, including:

[0079] For low-speed conditions, set the minimum threshold value i of the variable angle transmission ratio min , and based on the steady-state yaw rate gain The constant control concept results in a variable angle transmission ratio;

[0080] For high-speed working conditions, set the maximum threshold value i of the variable angle transmission ratio max , fuzzy control is used to optimize the design of variable angle transmission ratio.

[0081] Example 4:

[0082] A computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the above-mentioned method for designing a variable angle transmission ratio for a steer-by-wire vehicle, comprising:

[0083] For low-speed conditions, set the minimum threshold value i of the variable angle transmission ratio min , and based on the steady-state yaw rate gain The constant control concept results in a variable angle transmission ratio;

[0084] For high-speed working conditions, set the maximum threshold value i of the variable angle transmission ratio max , fuzzy control is used to optimize the design of variable angle transmission ratio.

[0085] The effect of the present invention can be further verified through simulation: the designed variable angle transmission ratio is embedded in the constructed SBW vehicle model, and four groups of simulation experiments are carried out based on the double lane change condition. The road adhesion coefficient is defined as 0.85, and the vehicle speed is set to 20km / h, 40km / h, 60km / h, 120km / h, and 130km / h respectively to obtain the front wheel angle response curve and trajectory comparison curve of the vehicle at different speeds.

[0086] like Figure 1 As shown in the figure, the observation results show that when driving at a low speed of 20km / h, the car with a wire-controlled steer system using a variable angle transmission ratio has a better tracking effect on the driving trajectory, reduces the trajectory tracking error and the peak deviation of the lateral displacement, and ensures that the front wheel turning angle is smaller than the response value of the traditional mechanical steering system car when driving at low speed. When performing large-angle steering operations, it effectively reduces the driver's steering wheel rotation amplitude, achieves a more "flexible" effect, and verifies the effectiveness of the variable angle transmission ratio control strategy.

[0087] like Figure 2 As shown in the figure, the observation results show that when driving at medium speed, the car with wire-controlled steer system using variable angle transmission ratio control can still maintain a good tracking effect.

[0088] like Figure 3 As shown in the figure, under medium speed (40km / h, 60km / h) driving conditions, there is no significant difference in the front wheel angle of the wire-controlled steer-by-wire vehicle and the front wheel angle of the traditional mechanical steering vehicle, which also verifies the feasibility of the designed variable angle transmission ratio.

[0089] like Figure 4 As shown, the car with a steer-by-wire system using a variable-angle transmission ratio control can still maintain tracking effect, but due to the high speed, compared with the traditional mechanical fixed transmission ratio system, this strategy can provide a larger front wheel angle response at higher speeds, thereby effectively alleviating the path deviation during high-speed cornering, making the vehicle steering smoother and more stable, and helping to improve the handling comfort and stability of the entire vehicle.

[0090] like Figure 5As shown in the figure, when driving at high speed, the car with a wire-controlled steer-by-wire system using a variable angle transmission ratio control can still maintain the tracking effect. However, due to the high speed, in order to ensure driving safety, the curve fluctuates. When the speed is fast, the designed variable angle transmission ratio control strategy can provide a larger front wheel turning angle than traditional mechanical steering, which can make the turning process smoother and achieve the expected goal of "sluggish" steering at high speed.

[0091] Those skilled in the art will appreciate that the modules or steps of the present disclosure described above can be implemented using a general-purpose computer device. Alternatively, they can be implemented using program code executable by a computing device, which can then be stored in a storage device and executed by the computing device. Alternatively, they can be fabricated into separate integrated circuit modules, or multiple modules or steps can be fabricated into a single integrated circuit module for implementation. The present disclosure is not limited to any specific combination of hardware and software.

[0092] The above description is merely a preferred embodiment of the present application and is not intended to limit the present application. Various modifications and variations are possible for those skilled in the art. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present application shall be included within the scope of protection of the present application.

[0093] Although the above describes the specific implementation methods of the present disclosure in conjunction with the accompanying drawings, it is not intended to limit the scope of protection of the present disclosure. Those skilled in the art should understand that on the basis of the technical solution of the present disclosure, various modifications or variations that can be made by those skilled in the art without creative work are still within the scope of protection of the present disclosure.

Claims

1. A method for designing a variable angle transmission ratio for a steer-by-wire vehicle, characterized in that: The following steps are involved: For low-speed conditions, set the minimum threshold value i of the variable angle transmission ratio min , and based on the steady-state yaw rate gain The constant control idea results in a variable angle transmission ratio; For high-speed working conditions, set the maximum threshold value i of the variable angle transmission ratio max , fuzzy control is used to optimize the design of variable angle transmission ratio.

2. The method for designing a variable angle transmission ratio for a steer-by-wire vehicle according to claim 1, characterized in that: According to the differential equation of motion of the two-degree-of-freedom linear model, when the vehicle turns and enters a steady state, the yaw angular velocity is ω r The steady-state value remains unchanged, and the ideal steady-state yaw rate gain of the vehicle relative to the front wheel angle response is obtained Where K is the stability factor, which can characterize the steady-state response of the vehicle; a and b are the distances from the center of mass to the front and rear axles of the vehicle; u is the forward speed of the vehicle; L is the wheelbase; ω r is the yaw rate; δ f is the front wheel turning angle; k1 and k2 are the cornering stiffness of the front and rear tires of the vehicle; and m is the vehicle mass.

3. The method for designing a variable angle transmission ratio for a steer-by-wire vehicle according to claim 2, characterized in that: Based on the steady-state yaw rate gain The constant control idea is to get the variable angle transmission ratio i as follows: The steady-state yaw rate gain Set it as a constant value to obtain the variable angle transmission ratio of the steer-by-wire system at different vehicle speeds.

4. The method for designing a variable angle transmission ratio for a steer-by-wire vehicle according to claim 1, characterized in that: The optimization design method of variable angle transmission ratio using fuzzy control is as follows: Establish a fuzzy rule base with vehicle forward speed and steering wheel angle as input and transmission ratio correction as output; The fuzzy processing of vehicle forward speed, steering wheel angle and variable angle transmission ratio is realized through membership function; Based on driving experience, a control rule is established: "If the vehicle speed is high and the steering is sharp, increase the variable angle transmission ratio." The optimal variable angle transmission ratio is output after defuzzification processing.

5. The method for designing a variable angle transmission ratio for a steer-by-wire vehicle according to claim 1, characterized in that: In the low-speed operating section, when the vehicle speed is lower than the lower critical speed u0, the variable angle transmission ratio is kept constant at i min .

6. The method for designing a variable angle transmission ratio for a steer-by-wire vehicle according to claim 1, characterized in that: In the high-speed operating section, when the vehicle speed exceeds the upper critical speed u1, the variable angle transmission ratio is kept constant at i max .

7. The method for designing a variable angle transmission ratio for a steer-by-wire vehicle according to claim 1, characterized in that: When the vehicle speed is between 0-30km / h, the variable angle transmission ratio is set to a constant value N1; When the vehicle speed is between 30-90km / h, based on the steady-state yaw rate gain The constant control idea results in a variable angle transmission ratio; When the vehicle speed is between 90-130km / h, fuzzy control is used to optimize the variable angle transmission ratio; When the vehicle speed is above 130 km / h, the variable angle transmission ratio is set to a constant value N2.

8. A variable angle transmission ratio design system for steer-by-wire vehicles, characterized in that: include: The low-speed transmission ratio control module sets the minimum threshold value i of the variable angle transmission ratio for low-speed conditions. min , and based on the steady-state yaw rate gain The constant control idea results in a variable angle transmission ratio; High-speed transmission ratio optimization module sets the maximum threshold value i of the variable angle transmission ratio for high-speed working conditions max , fuzzy control is used to optimize the design of variable angle transmission ratio.

9. An electronic device comprising a memory, a processor, and a computer program stored and running on the memory, characterized in that: When the processor executes the program, the variable angle transmission ratio design method for a steer-by-wire vehicle according to any one of claims 1 to 7 is implemented.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the program is executed by a processor, the method for designing a variable angle transmission ratio of a steer-by-wire vehicle according to any one of claims 1 to 7 is implemented.

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