Steer-by-wire collapse compensation control system and device

Abstract

The invention discloses a steer-by-wire collapse compensation system and device, and the system comprises a position monitoring module which is configured to obtain a first position where a steering wheel slides in a first axis and a second position where the steering wheel rotates in a second axis in steer-by-wire, and merge the first position and the second position to obtain a position signal; the track determination module is configured to receive the position signal and determine the signal variation between the position signal at the current moment and the position signal at the previous moment; the crumple adjusting module is used for receiving the signal variable quantity and determining whether to adjust the crumple quantity of the steer-by-wire crumple compensation device or not according to the value of the signal variable quantity; if the signal variable quantity exceeds the preset variable quantity within the preset time threshold value, crumple adjustment is executed, and otherwise, the current crumple adjustment quantity is kept. According to the invention, through cooperation of passive and active crumple mechanisms, active compensation is carried out on spatial offset caused by different-plane axes, and stable and reliable impact energy absorption under all working conditions is realized.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of automobile control, in particular to a steer-by-wire collapse compensation control system and device. BACKGROUND

[0002] With the development of intelligent and electric vehicles, steer-by-wire systems have gradually become the mainstream configuration of high-end vehicles due to their advantages of canceling mechanical connection, optimizing cabin layout, and improving control flexibility. In SbW systems, the steering wheel and the steering execution mechanism transmit instructions through electrical signals without the rigid connection of the traditional steering column. Although this improves the design freedom, it also poses a serious challenge to crash safety. In particular, in a frontal collision accident, the driver may collide with the steering wheel due to inertia, and if the steering system lacks an effective collapse energy absorption mechanism, it may cause serious damage to the chest or head. Therefore, the collapse compensation design of the steering system has become a key technology in the field of automobile passive safety.

[0003] Existing steer-by-wire collapse technology cannot simultaneously consider the multi-degree-of-freedom motion characteristics under the layout of the off-plane axis, especially during the collision transient process. The passive collapse part is easily disturbed by spatial displacement and fails, and active adjustment lacks targeted compensation for off-plane axes, resulting in a dramatic fluctuation in the collapse force curve, which cannot meet the stringent safety standards.

[0004] Therefore, there is an urgent need for a system and device that can coordinate passive and active collapse mechanisms and accurately compensate for spatial displacement caused by off-plane axes to achieve smooth and reliable impact energy absorption under all working conditions. SUMMARY

[0005] To solve the above problems, the present application provides a steer-by-wire collapse compensation control system and device, which coordinates passive and active collapse mechanisms and actively compensates for spatial displacement caused by off-plane axes to achieve smooth and reliable impact energy absorption under all working conditions.

[0006] The first aspect of the present application provides a steer-by-wire collapse compensation control system, comprising: A position monitoring module configured to obtain a first position of a steering wheel sliding along a first axis and a second position of the steering wheel rotating along a second axis in a steer-by-wire system, and combine the first position and the second position to obtain a position signal; A trajectory determination module configured to receive the position signal and determine a signal change between the position signal at the current time and the position signal at the previous time; A collapse adjustment module receiving the signal change and determining whether to execute collapse adjustment on a steer-by-wire collapse compensation device according to the value of the signal change; If the signal change exceeds a preset change within a preset time threshold, the collapse adjustment is executed, otherwise, the current collapse adjustment amount is maintained.

[0007] As a preferred mode, the first axis and the second axis are arranged in different planes, and the first axis rotates around the axis of the second axis.

[0008] As a preferred mode, the signal change amount includes a first axis change rate and a second axis change rate determined according to the position signal, and a first reference axis reference value and a second reference axis reference value determined according to the reference positions of the first axis and the second axis; The first axis change rate and the second axis change rate are the time change rates of the corresponding axes. The first reference axis reference value and the second reference axis reference value are the change values of one or more reference positions arranged relative to the corresponding axes.

[0009] As a preferred mode, after the collapse adjustment module receives the signal change amount, the following steps are specifically performed: If the first axis change rate exceeds a first preset threshold, adjust the pre-tightening collapse force along the first axis to a first preset value; If the second axis change rate exceeds a first preset threshold, adjust the axial offset amount of the pre-tightening collapse force around the second axis to a second preset value; If the first reference axis reference value reaches a preset reference position, adjust the pre-tightening collapse force along the first axis to a first reference preset value; If the second reference axis reference value reaches a preset reference position, adjust the axial offset amount of the pre-tightening collapse force around the second axis to a second reference preset value.

[0010] In a second aspect of the present application, a steer-by-wire collapse compensation device is provided, which includes a steering wheel and further includes: A steering column, which includes a first column body and a second column body, the first column body being slidably sleeved in the second column body, and the end of the first column body being connected to the steering wheel; The steering column has a first axis defined by a sliding mechanism and having a sliding direction, and a second axis defined by a rotating mechanism and having a rotating direction, the second axis being arranged in a different plane from the first axis; A first motor connected to the steering column to provide driving of the steering wheel on the first axis through the sliding mechanism; A second motor connected to the steering column to provide driving of the steering wheel on the second axis through the rotating mechanism; The first motor is connected to the steering column, and the driving end of the first motor is connected to a first sliding block through a first screw rod, the first sliding block is fixed to a square bracket through a connecting bracket, and the square bracket is welded to the outer tube wall of the first column body; The first collapsing part comprises a tear plate, a rivet and a concave groove guide structure, the tear plate is U-shaped, one end of the tear plate is connected with the square support through the rivet, and the other end of the tear plate is fixed with the connecting support; The second column is provided with an auxiliary concave groove, the inner wall of the auxiliary concave groove is inlaid with a plastic concave groove, and the square convex and the cylindrical convex of the connecting support are embedded in the plastic concave groove; when the first column moves along the first axis to the driver direction under the impact load, the rivet is sheared and broken, and the tear plate continuously deforms to provide a collapsing compensation force.

[0011] As a preferred mode, the second collapsing part further comprises an electromagnetic actuator, a collapsing force sensor and a pre-tightening mechanism, the electromagnetic actuator is fixed between the first column and the second column, the output end of the electromagnetic actuator is connected with the pre-tightening mechanism, and the collapsing force sensor monitors the real-time collapsing force of the first collapsing part.

[0012] As a preferred mode, the electromagnetic actuator comprises a coil assembly and a magnetic piston, the coil assembly is connected to the outer wall of the second column through a fixing piece, and the magnetic piston is connected to the pre-tightening mechanism, and an axial pre-tightening force is generated when the coil assembly is energized.

[0013] As a preferred mode, the second collapsing part is electrically connected with the first motor and the second motor; When the steering wheel slides along the first axis to a preset proportion of the maximum stroke or more, the pre-tightening force of the electromagnetic actuator is automatically reduced; When the steering wheel rotates around the second axis by an angle greater than a preset angle, the axial bias of the pre-tightening mechanism is automatically adjusted to compensate for the collapsing space deviation caused by the skew axis.

[0014] Compared with the prior art, the present application has the following beneficial effects: Since the overall relative structural position relationship between the driving position of the driver and the vehicle body is relatively unchanged during driving, if the steering wheel is collided during the position adjustment along the first axis and the second axis, the collapsing structure designed to buffer and absorb the structural deformation impact force has its pre-designed structural parameters of the effective collapsing direction and the effective collapsing bearing force, and when the impact force direction and the impact force size are out of the effective collapsing direction and the effective collapsing bearing force, the collapsing structure cannot play a sufficient impact absorbing role, so in the present application, the displacement of the steering wheel, i.e. the adjustment rate along the first axis and the second axis within a preset time threshold, is monitored to adjust the collapsing mechanism in advance to change the effective collapsing direction and the effective collapsing bearing force of the collapsing mechanism to prevent future possible impacts and perform adjustment in real time.

[0015] The application provides a matching collapse compensation force between the first collapse part and the second collapse part, wherein the first collapse part is a passive collapse part, the concave groove inner wall is inlaid with a plastic concave groove, the square convex and the cylindrical convex of the connecting support can slide in the concave groove, the action is to ensure normal sliding and the first column body does not rotate out of position when sliding in a crash, in addition, the square support is fixedly connected to the first column body, the tearing plate is connected to the connecting support and the first sliding block and is connected through the rivet and the square support, the first column body is axially impacted by the human body when crashing, the instantaneous force of the yellow first column body is very large when moving suddenly to the left, at this time, the square support welded with the first column body will have a shearing force with the tearing plate, after reaching a certain instantaneous value, the rivet will tear and break, the first column body will continue to slide to the left, at this time, the square support and the tearing plate continue to move relative to each other, at this time, the tearing plate will continuously deform to provide resistance as a collapse compensation sliding value, the collapse compensation under the fixed shearing force at the fixed angle and direction is realized to slow down the impact.

[0016] The second collapse part is an active collapse part, the offset between the first axis and the second axis is judged through the current position of the steering wheel, the first collapse part is pre-tightened according to the offset degree, and appropriate collapse compensation is realized to further slow down the current impact and ensure the stability during the impact process. BRIEF DESCRIPTION OF DRAWINGS

[0017] The application is further described by using the drawings, but the embodiments in the drawings do not constitute any limitation on the application, and other drawings can be obtained by the ordinary skilled in the art without creative labor on the basis of the following drawings.

[0018] Figure 1 is a structural block diagram of the system provided by the embodiment of the application.

[0019] Figure 2 is a structural schematic diagram of the drive-by-wire steering device provided by the embodiment of the application.

[0020] Figure 3 is a structural schematic diagram of the drive-by-wire steering collapse compensation device provided by the embodiment of the application.

[0021] 1, first column body; 2, second column body; 3, first motor; 4, second motor; 5, first screw rod; 6, first sliding block; 7, connecting support; 8, square support; 9, tearing plate; 10, rivet; 11, electromagnetic actuator. DETAILED DESCRIPTION

[0022] With reference to the accompanying drawings, the technical solutions in the embodiments of the present application will be described clearly and completely. Obviously, the described embodiments are only a part of the embodiments of the present application, but not all the embodiments. Based on the embodiments of the present application, all the other embodiments obtained by a person of ordinary skill in the art without creative work fall within the protection scope of the present application.

[0023] Embodiment one

[0024] The present disclosure provides a kind of drive-by-wire steering collapse compensation system, as shown in Figure 1 Including position monitoring module, trajectory determination module and collapse adjustment module.

[0025] In the present disclosure embodiment, the position monitoring module is configured to obtain the first position of the steering wheel sliding along the first axis and the second position of the steering wheel rotating around the second axis in the drive-by-wire steering process, and the signal of the first position and the signal of the second position are combined to obtain the position signal.

[0026] As a preferred mode of the present disclosure embodiment, the first axis and the second axis are arranged in different planes, and the first axis rotates around the axis position of the second axis. Specifically, in the present embodiment, the first axis and the second axis are both defined by the structure in the drive-by-wire steering device, and the first position is the determined position of the steering wheel on the first axis according to its stroke adjustment, and the second position is the determined position of the steering wheel after rotating around the second axis with the structure defined by the first axis. The actual position of the steering wheel defined by the drive-by-wire steering mechanism is determined by obtaining the position signal of the first position and the second position.

[0027] In a possible implementation, the signals of the first position and the second position are obtained by position sensors and angle sensors respectively. For example, since the first position and the first axis are both defined by the structure, a set of position sensors are arranged in the structure to obtain the initial position, and the determined first position is obtained according to the position change of the steering wheel relative to the first axis. Similarly, since the second position and the second axis are both defined by the structure, a set of angle sensors are arranged in the structure to obtain the initial angle, and the second position is determined according to the rotation angle of the structure of the first axis on which the steering wheel depends relative to the second axis. Then, the signals of the position sensors and the angle sensors are combined to calculate the position signal, i.e. the actual coordinate position of the steering wheel.

[0028] In another possible implementation, the signals of the first position and the second position are determined by a servo driving mechanism of the structure defining the first position and the second position. For example, the first position and the second position are both determined by a servo mechanism in the structure defining the first position and the second position. In the servo driving mechanism, it is a common technical means to obtain the driving parameters of the servo driving mechanism by using an encoder. The actual coordinate position (position signal) of the steering wheel determined by the first position and the second position is calculated by obtaining the driving parameters of the first position and the second position by the encoder respectively. It should be noted that the first position and the second position of the steering wheel in the motion of the steering wheel in the embodiments of the present disclosure are not limited to obtaining the relative motion position by using the position sensor and the angle sensor and then determining the actual coordinate position of the steering wheel, nor are they limited to calculating the actual coordinate position of the steering wheel by using the driving parameters of the servo driving mechanism. In the field, any driving mode and parameter acquisition mode can be used to obtain the position signal corresponding to the first position and the second position in the embodiments.

[0029] In the embodiments of the present disclosure, the trajectory determination module is configured to receive the position signal obtained from the position monitoring module, determine the signal change amount of the position signal at the current moment relative to the position signal at the previous moment, and the collapse adjustment module is configured to receive the signal change amount, and determine whether to perform collapse amount adjustment on the steer-by-wire collapse compensation device according to the value of the signal change amount. Specifically, if the signal change amount exceeds the preset change amount within the preset time threshold, the collapse amount adjustment is performed, otherwise the current collapse adjustment amount is maintained.

[0030] Specifically, in the embodiments, the signal change amount includes a first axis change rate and a second axis change rate determined according to the position signal, and a first reference axis reference value and a second reference axis reference value determined according to the reference positions of the first axis and the second axis. The first axis change rate and the second axis change rate are the time change rates of the corresponding axes, and the first reference axis reference value and the second axis reference value are the change values of one or more reference positions arranged in the corresponding axes.

[0031] Specifically, in the embodiments, after the collapse adjustment module receives the signal change amount, the following steps are specifically performed: If the first axis change rate exceeds the first preset threshold, the pre-tightening collapse force in the axial direction of the first axis is adjusted to the first preset value; If the second axis change rate exceeds the second preset threshold, the axial offset amount of the pre-tightening collapse force around the second axis is adjusted to the second preset value; If the first reference axis reference value reaches the preset reference position, the pre-tightening collapse force in the axial direction of the first axis is adjusted to the first reference preset value; If the second reference axis reference value reaches the preset reference position, the axial offset amount of the pre-tightening collapse force in the axial direction of the first axis is adjusted to the second reference preset value.

[0032] It should be noted that when the adjustment rate of the steering wheel along the first axis and / or the second axis within the preset time threshold (the first axis change rate and / or the second axis change rate) exceeds the corresponding set threshold, the corresponding prediction adjustment is performed to adjust the early warning collapse force and / or the axial bias amount.

[0033] Specifically, since the overall relative structural position relationship between the driving position of the driver during driving and the vehicle body is relatively unchanged, if the steering wheel collides during the adjustment of its position along the first axis and the second axis, the effective collapse direction and effective collapse bearing force of the collapse structure designed to buffer and absorb the impact of structural deformation will have its pre-designed structural parameters, and when the impact force direction and impact force size are outside the effective collapse direction and effective collapse bearing force, it cannot play a sufficient impact absorption role, therefore, in this embodiment, by monitoring the displacement of the steering wheel, i.e., the adjustment rate along the first axis and the second axis within the preset time threshold, the collapse mechanism is adjusted in advance to change the effective collapse direction and effective collapse bearing force of the collapse mechanism, and in this embodiment, whether adjustment is needed is determined by whether the adjustment rate reaches the threshold, and when the adjustment rate exceeds the threshold, since the adjustment of the collapse mechanism requires control time, once the adjustment rate exceeds the threshold, the corresponding adjustment is performed.

[0034] In addition, in this embodiment, reference values for the first axis and the second axis are set, and when the first reference axis and the second reference axis both reach the preset reference position, it is considered that the distance of the steering wheel along the first axis and the direction around the second axis has reached the specified value, and the effective collapse direction and effective collapse bearing force of the collapse mechanism need to be adjusted according to the current position and angle. Among them, the first preset value, the second preset value, the first reference preset value and the second reference preset value are all design parameters of the collapse mechanism, which include the effective collapse direction and the effective collapse bearing force to correspond to the pre-tightening collapse force and the axial bias amount.

[0035] As a preferred way necessary for the embodiment of the present disclosure, a storage module is further included for storing the pre-tightening collapse force and the axial bias amount required when the steering wheel is at each first position and each second position.

[0036] As a preferred way necessary for the embodiment of the present disclosure, the collapse mechanism in the embodiment of the present disclosure is limited to have adjustable effective collapse direction and effective collapse bearing force to correspond to the pre-tightening collapse force and the axial bias amount, wherein the adjustment of the axial bias amount will correspond to the adjustment of the effective collapse direction of the collapse mechanism.

[0037] As a further preferred mode of the embodiments of the present disclosure, the embodiments of the present disclosure further include a road feeling simulation motor configured to acquire current road condition data in real time and feed the condition data into the collapse adjustment module to cooperatively adjust the effective collapse direction and effective collapse bearing force of the collapse mechanism.

[0038] Specifically, the road feeling simulation motor acquires road condition data through a multi-source sensor network integrated in the vehicle chassis, which includes but is not limited to a road surface acceleration sensor, a tire ground pressure sensor, and an environment perception camera, wherein the road surface acceleration sensor is used to monitor the vibration frequency and amplitude caused by road unevenness, the tire ground pressure sensor is used to detect the real-time pressure distribution of the tire contact area with the road surface to derive the road surface friction coefficient, and the environment perception camera is used to identify the road surface material type and slope information. The road feeling simulation motor fuses the raw data collected by the above sensors to generate a set of standardized road parameter signals, including road roughness level, road surface friction coefficient reference value, and road surface slope reference value.

[0039] In the embodiments of the present disclosure, the road parameter signals output by the road feeling simulation motor are directly input into the collapse adjustment module, which analyzes the road parameter signals in real time while receiving the signal change amount from the trajectory determination module, and adjusts the effective collapse direction and effective collapse bearing force of the collapse mechanism based on the comparison result of the road parameter signals and the preset road surface threshold value.

[0040] Specifically, the collapse adjustment module internally presets a plurality of sets of adjustment parameters corresponding to the road parameter signals, including a preset roughness threshold, a preset friction threshold, and a preset slope threshold, wherein the preset roughness threshold is used to distinguish the critical point of the road roughness level, the preset friction threshold is used to define the critical range of the road surface friction coefficient reference value, and the preset slope threshold is used to divide the critical interval of the road surface slope reference value.

[0041] When the collapse adjustment module receives the road parameter signals, the following steps are performed: If the road roughness level exceeds the preset roughness threshold, the collapse adjustment module adjusts the pre-tightening collapse force along the first axis to a third preset value, which is a strengthened pre-tightening force higher than the regular value, and the design purpose is to improve the effective collapse bearing force of the collapse mechanism to suppress the high-frequency vibration of the steering wheel caused by road bumps and ensure the stability of the steering wheel when the driver operates on rough roads. If the road surface friction coefficient reference value is lower than the preset friction threshold value, the collapse adjustment module synchronously adjusts the axial bias amount of the pre-tightening collapse force around the second axis to a fourth preset value, the fourth preset value being a bias angle optimized for low-friction working conditions, and the design purpose thereof is to fine-tune the effective collapse direction of the collapse mechanism, so that the collapse mechanism preferentially responds to lateral impact on wet or icy road surfaces, thereby enhancing the steering controllability of the vehicle under low adhesion conditions. If the road surface slope reference value reaches the steep slope interval in the preset slope threshold value, the collapse adjustment module comprehensively adjusts the pre-tightening collapse force and the axial bias amount, specifically, the pre-tightening collapse force is increased to a fifth preset value and the axial bias amount is adjusted to a sixth preset value, so as to strengthen the effective collapse bearing force of the collapse mechanism along the first axis and optimize the collapse direction when driving on steep slopes, thereby avoiding additional stress accumulation in the steering system caused by the gravity component.

[0042] It should be noted that in the case of road parameter intervention, the adjustment of the effective collapse direction and the effective collapse bearing force by the collapse adjustment module is not independent of the judgment logic of the original position signal change amount. Specifically, the collapse adjustment module first evaluates whether the road parameter signal triggers the above-mentioned road-related adjustment conditions, and if so, preferentially executes the corresponding pre-tightening collapse force and axial bias amount adjustment; if the road-related conditions are not triggered, the conventional collapse adjustment is continued according to the judgment logic of the signal change amount For example, when the vehicle is driving on a high-roughness road and the steering wheel is rapidly sliding within a preset time threshold, the collapse adjustment module will simultaneously respond to the condition that the road roughness level exceeds the preset roughness threshold and the condition that the first axis change rate exceeds the first preset threshold, at this time the pre-tightening collapse force is adjusted to the higher one of the third preset value and the first preset value, so as to ensure that the collapse mechanism can still maintain sufficient impact absorption capacity in a vibrating environment.

[0043] In addition, the storage module is also configured to store, in addition to the pre-tightening collapse force and the axial bias amount required when the steering wheel is at each first position and each second position, a corresponding adjustment parameter mapping table under different road parameter combinations, for example, for the road working conditions of "medium roughness + low friction coefficient", the storage module is pre-stored with a specific pre-tightening collapse force range and axial bias amount angle, and the collapse adjustment module directly calls the parameters in the mapping table after receiving the real-time road parameter signal, thereby realizing the adjustment of the axial bias amount and the pre-tightening collapse force.

[0044] As a necessary supplement to the embodiments of the present disclosure, the introduction of the road feel simulation motor significantly improves the environmental adaptability of the steer-by-wire collapse compensation system. Specifically, in the conventional driving condition, the real-time feedback of the road surface parameter enables the collapse mechanism to actively pre-adjust the effective collapse direction and the effective collapse bearing force, avoiding the hysteresis of the traditional collapse mechanism which only relies on the response at the moment of collision. For example, when driving on a wet road, by increasing the axial bias in advance, the effective collapse direction of the collapse mechanism is inclined to the side, so that when the steering wheel accidentally rotates due to road side slip, the collapse mechanism can more efficiently absorb the lateral impact energy, reducing the hand load of the driver. In extreme road conditions, the road feel simulation motor output road surface parameter signal will trigger the rapid response mechanism of the collapse adjustment module, that is, if the road surface friction coefficient reference value is lower than the preset friction threshold value and the second axis rate exceeds the second preset threshold value within the preset time threshold value, the collapse adjustment module immediately adjusts the axial bias to the fourth preset value and simultaneously increases the pre-tightening collapse force to the second preset value, thereby pre-strengthening the lateral bearing capacity of the collapse mechanism before the steering wheel rapidly rotates, effectively preventing the risk of loss of control due to low road adhesion.

[0045] Embodiment two

[0046] The embodiments of the present disclosure provide a steer-by-wire collapse compensation device to realize the steer-by-wire collapse compensation system as in Embodiment One. The steer-by-wire collapse compensation device of the present embodiment is specifically arranged in the steer-by-wire device as shown in Figure 2 .

[0047] As shown in Figure 3 , the steer-by-wire collapse compensation device comprises a steering wheel and further comprises: a steering column comprising a first column body 1 and a second column body 2, the first column body 1 being slidably sleeved in the second column body 2, the end of the first column body 1 being connected to the steering wheel, and the end of the second column body 2 being connected to a road feel simulation motor; the steering column having a first axis defining the sliding direction of the steering column through a sliding mechanism, and a second axis defining the rotation direction of the steering column through a rotation mechanism, the second axis being arranged in a different plane from the first axis; a first motor 3 connected to the steering column to provide driving of the steering wheel on the first axis through the sliding mechanism; a second motor 4 connected to the steering column to provide driving of the steering wheel on the second axis through the rotation mechanism; the first motor 3 being connected to the steering column, the driving end of the first motor 3 being connected to a first sliding block 6 through a first lead screw 5, the first sliding block 6 being fixed through a connecting bracket 7 and a square bracket 8, and the square bracket 8 being welded to the outer tube wall of the first column body 1; The first collapse part includes a tear plate 9, a rivet 10 and a concave groove guide structure, the tear plate 9 is U-shaped, one end of which is connected with the square support 8 through the rivet 10, and the other end is fixed with the connecting support 7; The second column 2 is provided with an auxiliary concave groove, the inner wall of the auxiliary concave groove is inlaid with a plastic concave groove, and the square convex and cylindrical convex (not shown in the figure) of the connecting support 7 are embedded in the plastic concave groove. When the first column 1 moves along the first axis to the driver direction under the impact load, the rivet 10 is sheared and broken, and the tear plate 9 continues to deform to provide a collapse compensation force. It should be noted that the square convex and cylindrical convex of the connecting support 7 are common foolproof installation structures in the mechanical field, and the structure design and connection mode thereof will not be described again.

[0048] As a preferred mode, a second collapse part is further included, the second collapse part includes an electromagnetic actuator 11, a collapse force sensor and a pre-tightening mechanism, the electromagnetic actuator 11 is fixed between the first column 1 and the second column 2, the output end of the electromagnetic actuator 11 is connected with the pre-tightening mechanism, and the collapse force sensor monitors the real-time collapse force of the first collapse part.

[0049] As a preferred mode, the electromagnetic actuator 11 includes a coil assembly and a magnetic piston, the coil assembly is connected to the outer wall of the second column 2 through a fixing piece, and the magnetic piston is connected to the pre-tightening mechanism, and an axial pre-tightening force is generated when energized. It should be noted that in the art, different direction magnetic forces are generated by using the coil assembly, and different position magnetic pistons are driven to have different direction driving magnetic forces to change the axial pre-tightening force and the axial bias amount. For example, an array of coils and an array of magnetic pistons are arranged in the coil assembly. When adjustment is needed, one group of coils is energized to drive the corresponding magnetic piston to generate a magnetic force in a specific direction, thereby achieving adjustment of the axial bias amount. The strength of the coil energization is changed to change the driving stroke of the magnetic piston, thereby achieving adjustment of the size of the axial pre-tightening force.

[0050] As a preferred mode, the second collapse part is electrically connected with the first motor 3 and the second motor 4; When the steering wheel slides along the first axis to more than a preset proportion of the maximum stroke, the pre-tightening force of the electromagnetic actuator 11 is reduced; When the steering wheel rotates around the second axis by an angle greater than a preset angle, the axial bias amount of the pre-tightening mechanism is adjusted to compensate for the collapse space offset caused by the skew axis. For example, the system is described in Embodiment One, and the adjustment conditions will not be described again in this embodiment.

[0051] The diagrams of the flow and block diagrams show the architecture, functionality, and operation of possible implementations of apparatuses, methods and computer program products according to embodiments of the present disclosure. In this regard, each block in the flow and block diagrams can represent a module, a segment, or a portion of code, which comprises one or more executable instructions for implementing the specified logic functions. In some alternative implementations, the actions noted in the blocks can occur out of the order noted in the figures. For example, two blocks shown in succession can in fact be executed substantially concurrently or the actions of a block can be performed in the reverse order, depending upon the functionality involved. These diagrams of the flow and block diagrams are also intended to include any connected data storage and data processing artifacts and structures that can affect the operation of the subject matter described. If warranted, specific data storage artifacts can be shown in a block diagram and / or a flow diagram and referred to in the accompanying text. Conversely, no indication of such data storage artifacts should not be construed to imply that such data storage is not a possible implementation. In some alternative implementations, the actions noted in the blocks can occur out of the order noted in the figures. For example, two blocks shown in succession can in fact be executed substantially concurrently or the actions of a block can be performed in the reverse order, depending upon the functionality involved. The description of a flow or block diagram of a process, method, or computer program product should not be construed to mean that all of the actions or steps are required to be performed in the order presented, nor that they are performed at all.

Claims

1. A steer-by-wire collapse compensation control system, characterized by, The method comprises: a position monitoring module configured to obtain a first position of a steering wheel sliding along a first axis and a second position of the steering wheel rotating along a second axis in a steer-by-wire system, and combine the first position and the second position to obtain a position signal; a trajectory determination module configured to receive the position signal, and determine a signal change between the position signal at a current time and the position signal at a previous time; a collapse adjustment module configured to receive the signal change, and determine whether to perform collapse adjustment on a collapse compensation device of the steer-by-wire system according to a value of the signal change; if the signal change exceeds a preset change within a preset time threshold, the collapse adjustment is performed, otherwise, a current collapse adjustment is maintained.

2. The steer-by-wire collapse compensation control system of claim 1, wherein, The first axis and the second axis are arranged in a non-planar manner, and the first axis rotates around an axis of the second axis.

3. The steer-by-wire collapse compensation control system of claim 2, wherein, The signal change comprises a first axis change rate and a second axis change rate determined according to the position signal, and a first reference axis reference value and a second reference axis reference value determined according to reference positions of the first axis and the second axis. The first axis change rate and the second axis change rate are time change rates of the corresponding axes. The first reference axis reference value and the second reference axis reference value are change values of the corresponding axes relative to one or more reference positions. After the collapse adjustment module receives the signal change, the following steps are performed:

4. The steer-by-wire collapse compensation control system of claim 3, wherein, if the first axis change rate exceeds a first preset threshold, a pre-tightening collapse force along the first axis is adjusted to a first preset value; if the second axis change rate exceeds a first preset threshold, an axial offset amount of the pre-tightening collapse force around the second axis is adjusted to a second preset value; if the first reference axis reference value reaches a preset reference position, the pre-tightening collapse force along the first axis is adjusted to a first reference preset value; if the second reference axis reference value reaches a preset reference position, the axial offset amount of the pre-tightening collapse force around the second axis is adjusted to a second reference preset value. Further comprising:

5. A steer-by-wire collapse compensation device comprising a steering wheel, characterized in that a steering column comprising a first column body and a second column body, the first column body being slidingly arranged in the second column body, and an end of the first column body being connected to the steering wheel; the steering column having a first axis defined by a sliding mechanism and a second axis defined by a rotating mechanism, the second axis being arranged in a non-planar manner with the first axis; a first motor connected to the steering column to provide driving of the steering wheel along the first axis through the sliding mechanism; a second motor connected to the steering column to provide driving of the steering wheel along the second axis through the rotating mechanism; the first motor being connected to the steering column, a driving end of the first motor being connected to a first sliding block through a first screw rod, the first sliding block being fixed to a square bracket through a connecting bracket, and the square bracket being welded to an outer tube of the first column body; a first collapse part comprising a tear plate, a rivet, and a concave groove guide structure, the tear plate being in a U shape, one end of the tear plate being connected to the square bracket through the rivet, and the other end of the tear plate being fixed to the connecting bracket. ​ The second column is provided with an auxiliary concave groove, the inner wall of the auxiliary concave groove is inlaid with a plastic concave groove, and the square convex and the cylindrical convex of the connecting bracket are embedded in the plastic concave groove; when the collision load moves the first column along the first axis to the driver direction, the rivet is sheared and broken, and the tear plate continuously deforms to provide a collapse compensation force.

6. The steer-by-wire collapse compensation device of claim 5, wherein, The second collapse part further comprises an electromagnetic actuator, a collapse force sensor and a pre-tightening mechanism, the electromagnetic actuator is fixed between the first column and the second column, the output end of the electromagnetic actuator is connected to the pre-tightening mechanism, and the collapse force sensor monitors the real-time collapse force of the first collapse part.

7. The steer-by-wire collapse compensation device of claim 6, wherein, The electromagnetic actuator comprises a coil assembly and a magnetic piston, the coil assembly is connected to the outer wall of the second column through a fixing piece, and the magnetic piston is connected to the pre-tightening mechanism and generates an axial pre-tightening force when energized.

8. The steer-by-wire collapse compensation device of claim 7, wherein, The second collapse part is electrically connected with the first motor and the second motor; When the steering wheel slides along the first axis to more than a preset proportion of the maximum stroke, the pre-tightening force of the electromagnetic actuator is automatically reduced; When the steering wheel rotates around the second axis by an angle greater than a preset angle, the axial bias of the pre-tightening mechanism is automatically adjusted to compensate for the collapse space offset caused by the out-of-plane axis.

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