Steering-by-wire collapse compensation control system and apparatus

Abstract

This invention discloses a steer-by-wire crumple compensation system and device. The system includes a position monitoring module configured to acquire a first position of the steering wheel sliding along a first axis and a second position of the steering wheel rotating along a second axis during steer-by-wire, and to merge the first and second positions to obtain a position signal; a trajectory determination module configured to receive the position signal and determine the signal change between the current position signal and the position signal at the previous moment; and a crumple adjustment module that receives the signal change and determines whether to adjust the crumple amount of the steer-by-wire crumple compensation device based on the value of the signal change. If the signal change exceeds a preset change amount within a preset time threshold, crumple adjustment is performed; otherwise, the current crumple adjustment amount is maintained. This invention actively compensates for spatial offset caused by non-planar axes through a coordinated passive and active crumple mechanism, achieving stable and reliable impact energy absorption under all operating conditions.

Description

Technical Field

[0001] This invention relates to the field of automotive control technology, specifically to a steer-by-wire collapsibility compensation control system and device. Background Technology

[0002] With the development of automotive intelligence and electrification, steer-by-wire systems have gradually become a mainstream feature in high-end models due to their advantages such as eliminating mechanical connections, optimizing cabin layout, and improving handling agility. In SbW systems, the steering wheel and steering actuator transmit commands via electrical signals, eliminating the rigid connection of the traditional steering column. While this increases design freedom, it also poses serious challenges to collision safety. Especially in frontal collisions, the driver's forward momentum impacts the steering wheel; if the steering system lacks an effective crumple zone to absorb energy, it can lead to severe chest or head injuries. Therefore, crumple zone compensation design of the steering system has become a key technology in the field of automotive passive safety.

[0003] Existing steer-by-wire crumple zone technology struggles to accommodate the multi-degree-of-freedom motion characteristics of non-planar axis layouts. Especially during collision transients, the passive crumple zone is susceptible to failure due to spatial offset interference, while the active adjustment lacks targeted compensation for the non-planarity of the axes, resulting in drastic fluctuations in the crumple force curve and failing to meet 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 offset caused by skewed axes, so as to achieve stable and reliable impact energy absorption under all working conditions. Summary of the Invention

[0005] To address the aforementioned problems, this invention provides a steer-by-wire crumple compensation control system and device that coordinates passive and active crumple mechanisms to actively compensate for spatial misalignment caused by non-planar axes, thereby achieving stable and reliable impact energy absorption under all operating conditions.

[0006] A first aspect of the present invention provides a steer-by-wire crumple compensation control system, comprising: The position monitoring module is configured to acquire a first position where the steering wheel slides along a first axis and a second position where it rotates along a second axis during steer-by-wire, and combine the first position and the second position to obtain a position signal; The trajectory determination module is configured to receive the position signal and determine the amount of signal change between the current position signal and the previous position signal. The crumple adjustment module receives the signal change and determines whether to adjust the crumple amount of the steering-by-wire crumple compensation device based on the value of the signal change. If the signal change exceeds the preset change amount within the preset time threshold, a collapse adjustment is performed; otherwise, the current collapse adjustment amount is maintained.

[0007] As a preferred embodiment, the first axis and the second axis are arranged in opposite directions, and the first axis rotates about the axis of the second axis.

[0008] As a preferred embodiment, the signal change includes a first axis change rate and a second axis change rate determined based on the position signal, and, The reference values ​​of the first and second reference axes are determined based on the reference positions of the first and second axes. The rate of change of the first axis and the rate of change of the second axis are the rates of change of the corresponding axes over time. The first reference axis reference value and the second reference axis reference value are the changes in the corresponding axis relative to one or more reference positions.

[0009] As a preferred embodiment, the collapse adjustment module performs the following steps after receiving the signal change: If the rate of change of the first axis exceeds the first preset threshold, the pre-tightening collapsing force along the first axis is adjusted to the first preset value; If the rate of change of the second axis exceeds the first preset threshold, adjust the axial offset of the preload collapsing force around the second axis to the second preset value; If the reference value of the first reference axis reaches the preset reference position, adjust the preload collapsing force along the first axis to the preset value of the first reference. If the reference value of the second reference axis reaches the preset reference position, adjust the axial offset of the preload collapsing force around the second axis to the preset value of the second reference.

[0010] A second aspect of the present invention provides a steer-by-wire crumple zone compensation device, including a steering wheel, and further comprising: The steering column includes a first column and a second column, the first column being slidably sleeved within the second column, and the end of the first column being connected to the steering wheel. The steering column has a first axis whose sliding direction is limited by a sliding mechanism, and a second axis whose rotation direction is limited by a rotating mechanism, wherein the second axis and the first axis are arranged in opposite directions. A first motor, connected to the steering column, provides drive for the steering wheel on the first axis via a sliding mechanism; The second motor, connected to the steering column, provides drive for the steering wheel on the second axis via a rotating mechanism; The first motor is connected to the steering column, and its driving end is connected to the first slider through the first lead screw. The first slider is fixed to the square bracket via the connecting bracket, and the square bracket is welded to the outer tube wall of the first column. The first crumple section includes a tear plate, a rivet, and a concave groove guide structure. The tear plate is U-shaped, with one end connected to the square bracket by the rivet and the other end fixed to the connecting bracket. The second column is provided with an auxiliary concave groove, and the inner wall of the auxiliary concave groove is inlaid with a plastic concave groove. The square convex bulge and cylindrical convex bulge of the connecting bracket are embedded in the plastic concave groove. When the collision load causes the first column to move along the first axis toward the driver, the rivet is sheared and broken, and the tear plate continues to deform to provide a crumple compensation force.

[0011] As a preferred embodiment, a second collapsible portion is also included, which includes an electromagnetic actuator, a collapsible force sensor, and a pre-tightening mechanism. The electromagnetic actuator is fixed between the first column and the second column, and its output end is connected to the pre-tightening mechanism. The collapsible force sensor monitors the real-time collapsible force of the first collapsible portion.

[0012] In a preferred embodiment, the electromagnetic actuator includes a coil assembly and a magnetic piston. The coil assembly is connected to the outer wall of the second column via a fixing member, and the magnetic piston is connected to the pre-tightening mechanism, generating an axial pre-tightening force when energized.

[0013] In a preferred embodiment, the second collapsible portion is electrically connected to both the first motor and the second motor; When the steering wheel slides along the first axis to a preset proportion of the maximum travel, the preload 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 offset of the pre-tightening mechanism is automatically adjusted to compensate for the collapsing space offset caused by the non-planar axes.

[0014] Compared with the prior art, the present invention has the following advantages: Since the overall relative structural position between the driver's driving position and the vehicle body remains relatively constant during driving, if a collision occurs while the steering wheel is adjusting its position along the first and second axes, the crumple structure, designed to buffer and absorb the impact of structural deformation, has pre-designed structural parameters for its effective crumple direction and effective crumple bearing capacity. When its effective crumple direction and effective crumple bearing capacity are outside the direction and magnitude of the impact force, it cannot provide sufficient impact absorption. Therefore, in this invention, by monitoring the displacement of the steering wheel, i.e., the adjustment rate along the first and second axes within a preset time threshold, the crumple mechanism is adjusted in advance to change its effective crumple direction and effective crumple bearing capacity, thus providing real-time protection against potential future impacts.

[0015] This invention provides a collapsible compensation force between a first and a second collapsible part. The first collapsible part is a passive collapsible part, with a plastic concave groove embedded in the inner wall of the concave groove. The square and cylindrical protrusions of the connecting bracket can slide back and forth in the concave groove to ensure normal sliding and prevent the first column from rotating or misaligning during a collision. The square bracket is fixedly connected to the first column. The tear plate is connected to the connecting bracket and the first slider, and is also connected to the square bracket via rivets. During a collision, the first column is subjected to an axial impact force. When the yellow first column suddenly moves to the left, the instantaneous force is very large. At this time, the square bracket welded to the first column will have a shear force with the tear plate. After reaching a certain instantaneous value, the rivet will tear off, and the first column will continue to slide to the left. At this time, the square bracket and the tear plate continue to move relative to each other. The tear plate will continue to deform to provide resistance as the sliding value of the collapsible compensation force, realizing collapsible compensation under a fixed shear force at a fixed angle and direction to reduce the impact.

[0016] The second crumple zone acts as an active crumple zone. It determines the offset between the first and second axes based on the current position of the steering wheel, and pre-tightens the first crumple zone according to the degree of offset to achieve appropriate crumple compensation, further reduce the impact, and ensure stability during the impact process. Attached Figure Description

[0017] The present invention will be further described with reference to the accompanying drawings, but the embodiments in the drawings do not constitute any limitation on the present invention. For those skilled in the art, other drawings can be obtained based on the following drawings without creative effort.

[0018] Figure 1 This is a structural block diagram of the system provided in the embodiments of the present invention.

[0019] Figure 2 This is a schematic diagram of the steer-by-wire device provided in an embodiment of the present invention.

[0020] Figure 3 This is a schematic diagram of the structure of the steer-by-wire crumple compensation device provided in an embodiment of the present invention.

[0021] Among them, 1. First column; 2. Second column; 3. First motor; 4. Second motor; 5. First lead screw; 6. First slider; 7. Connecting bracket; 8. Square bracket; 9. Tear plate; 10. Rivet; 11. Electromagnetic actuator. Detailed Implementation

[0022] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0023] Example 1

[0024] This disclosure provides a steer-by-wire crumple compensation system, such as... Figure 1 As shown, it includes a location monitoring module, a trajectory determination module, and a collapse adjustment module.

[0025] In this embodiment of the disclosure, the position monitoring module is configured to acquire a first position where the steering wheel slides along a first axis and a second position where it rotates around a second axis during the steer-by-wire process, and to combine the signals of the first position and the second position to obtain a position signal.

[0026] In a preferred embodiment of this disclosure, the first axis and the second axis are arranged in opposite planes, and the first axis rotates about the axial position of the second axis. Specifically, in this embodiment, both the first axis and the second axis are defined by a structure in the steer-by-wire device. The first position is the position of the steering wheel on the first axis adjusted according to its travel, and the second position is the position of the steering wheel after it rotates around the second axis along with the structure defined by the first axis. The actual position of the steering wheel defined by the steer-by-wire mechanism is determined by obtaining the position signal from both the first position and the second position.

[0027] In one possible implementation, the signals of the first position and the second position are acquired by a position sensor and an angle sensor, respectively. For example, since both the first position and the first axis are obtained by the structure that defines them, a set of position sensors is set in the structure that defines them to acquire the initial position. The first position is determined based on the position change of the steering wheel relative to the first axis. Similarly, since both the second position and the second axis are obtained by the structure that defines them, a set of angle sensors is set in the structure that defines them to acquire the initial angle. The second position is determined based on the rotation angle of the structure on which the steering wheel depends for movement relative to the second axis. Then, the signals from the position sensor and the angle sensor are combined to calculate the position signal, that is, the actual coordinate position of the steering wheel.

[0028] In another possible implementation, the signals of both the first position and the second position are determined by a servo drive mechanism that defines its structure. For example, both the first and second positions are determined by a servo mechanism within that structure. In the servo drive mechanism, using an encoder to obtain the drive parameters is a common technique. The actual coordinate position (position signal) of the steering wheel is calculated by obtaining the drive parameters at the first and second positions respectively through the encoder. It should be noted that determining the first and second positions of the steering wheel in this embodiment is not limited to using position sensors and angle sensors to obtain relative motion positions and then determining the actual coordinate position of the steering wheel, nor is it limited to calculating the actual coordinate position of the steering wheel using the drive parameters of the servo drive mechanism. In the art, any driving method and parameter acquisition method used to obtain the first and second positions as in this embodiment can be used to determine the position signal in this embodiment.

[0029] In this embodiment of the disclosure, the trajectory determination module is configured to receive the position signal obtained from the position monitoring module and determine the signal change of the position signal at the current moment relative to the position signal at the previous moment. The crumple adjustment module is configured to receive the signal change and determine whether to perform crumple adjustment on the steering-by-wire crumple compensation device based on the value of the signal change. Specifically, if the signal change exceeds the preset change amount within a preset time threshold, crumple adjustment is performed; otherwise, the current crumple adjustment amount is maintained.

[0030] Specifically, in this embodiment, the signal change includes a first axis change rate and a second axis change rate determined based on the position signal, and a first reference axis reference value determined based on 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 set in the corresponding axes.

[0031] Specifically, in this embodiment, after receiving the signal change, the collapse adjustment module performs the following steps: If the rate of change of the first axis exceeds the first preset threshold, the pre-tightening collapsing force along the first axis is adjusted to the first preset value; If the rate of change of the second axis exceeds the second preset threshold, adjust the axial offset of the preload collapsing force around the second axis to the second preset value; If the reference value of the first reference axis reaches the preset reference position, adjust the preload collapsing force along the first axis to the preset value of the first reference. If the second reference axis reference value reaches the preset reference position, adjust the axial offset of the preload collapsing force along the first axis to the second reference preset value.

[0032] It should be noted that when the adjustment rate (rate of change of the first axis and / or the rate of change of the second axis) of the steering wheel along the first axis and / or the second axis within a preset time threshold exceeds the corresponding set threshold, the embodiments of this disclosure perform corresponding predictive adjustment to adjust the warning crumple force and / or axial offset.

[0033] Specifically, since the overall relative structural position between the driver's driving position and the vehicle body remains relatively constant during driving, if a collision occurs while the steering wheel is adjusting its position along the first and second axes, the crumple structure, designed to buffer and absorb the impact of structural deformation, has pre-designed structural parameters for its effective crumple direction and effective crumple bearing capacity. When its effective crumple direction and effective crumple bearing capacity are outside the direction and magnitude of the impact force, it cannot provide sufficient impact absorption. Therefore, in this embodiment, the displacement of the steering wheel, i.e., the adjustment rate along the first and second axes within a preset time threshold, is monitored to adjust the crumple mechanism in advance to change its effective crumple direction and effective crumple bearing capacity. In this embodiment, whether the adjustment rate reaches the threshold is used as a criterion to determine whether adjustment is needed. When the adjustment rate exceeds the threshold, since the adjustment of the crumple mechanism requires time control, the corresponding adjustment is executed once the adjustment rate exceeds the threshold.

[0034] In addition, this embodiment sets reference values ​​for the first axis and the second axis. When both the first reference axis and the second reference axis reach a preset reference position, it is considered that the distance of the steering wheel along the first axis and the direction around the second axis have reached the specified values. Therefore, the effective crumple direction and effective crumple bearing capacity of the crumple mechanism need to be adjusted accordingly based on the current position and angle. 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 crumple mechanism. These design parameters include the effective crumple direction and the effective crumple bearing capacity to correspond to the preload crumple force and axial offset.

[0035] As a preferred embodiment of this disclosure, a storage module is also included for storing the required preload collapsible force and axial offset of the steering wheel in each of the first and second positions.

[0036] As a necessary preferred embodiment of the present disclosure, the collapse mechanism in the present disclosure is defined as having an adjustable effective collapse direction and an effective collapse bearing force to correspond to the pre-tightening collapse force and the axial offset, wherein the adjustment of the axial offset will correspond to the adjustment of the effective collapse direction of the collapse mechanism.

[0037] As a further preferred embodiment of the present disclosure, the present disclosure also includes a road feel simulation motor, which is configured to acquire real-time road surface condition data and feed the condition data back to the collapse adjustment module to coordinately adjust the effective collapse direction and effective collapse bearing capacity of the collapse mechanism.

[0038] Specifically, the road-sensing simulation motor acquires road condition data through a multi-source sensor network integrated into the vehicle chassis. This multi-source sensor network includes, but is not limited to, a road acceleration sensor, a tire contact pressure sensor, and an environmental sensing camera. The road acceleration sensor monitors the vibration frequency and amplitude caused by road unevenness; the tire contact pressure sensor detects the real-time pressure distribution in the tire-road contact area to derive the road friction coefficient; and the environmental sensing camera identifies the road material type and slope information. The road-sensing simulation motor fuses the raw data collected by the sensors to generate a set of standardized road parameter signals, including road roughness level, road friction coefficient reference value, and road slope reference value.

[0039] In this embodiment of the disclosure, the road surface parameter signal output by the road sense simulation motor is directly input to the collapse adjustment module. While receiving the signal change from the trajectory determination module, the collapse adjustment module also analyzes the road surface parameter signal in real time, and adjusts the effective collapse direction and effective collapse bearing capacity of the collapse mechanism based on the comparison result of the road surface parameter signal and the preset road surface threshold.

[0040] Specifically, the collapsibility adjustment module has multiple preset adjustment parameters corresponding to the road surface parameter signals, including a preset roughness threshold, a preset friction threshold, and a preset slope threshold. The preset roughness threshold is used to distinguish the critical point of the road surface 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 road surface parameter signal is received by the collapse adjustment module, the following steps are executed: If the road surface roughness level exceeds the preset roughness threshold, the crumple adjustment module adjusts the pre-tightening crumple force along the first axis to a third preset value. The third preset value is a stronger pre-tightening force that is higher than the normal value. Its design purpose is to improve the effective crumple bearing capacity of the crumple mechanism, so as 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 a rough road surface. If the reference value of the road surface friction coefficient is lower than the preset friction threshold, the crumple adjustment module synchronously adjusts the axial offset of the pre-tightening crumple force around the second axis to the fourth preset value. The fourth preset value is an offset angle optimized for low friction conditions. Its design purpose is to fine-tune the effective crumple direction of the crumple mechanism so that the crumple mechanism responds preferentially to lateral impacts on wet or icy roads, thereby enhancing the steering controllability of the vehicle under low adhesion conditions. If the road slope reference value reaches the steep slope range in the preset slope threshold, the crumple adjustment module comprehensively adjusts the pre-tightening crumple force and axial offset. Specifically, the pre-tightening crumple force is increased to the fifth preset value and the axial offset is adjusted to the sixth preset value. This strengthens the effective crumple bearing capacity of the crumple mechanism along the first axis and optimizes the crumple direction when driving on steep slopes, avoiding the accumulation of additional stress in the steering system due to gravity components.

[0042] It should be noted that, when road surface parameters are involved, the adjustment of the effective collapse direction and effective collapse bearing capacity by the collapse adjustment module is not independent of the judgment logic of the original position signal change. Specifically, the collapse adjustment module first assesses whether the road surface parameter signal triggers the aforementioned road-related adjustment conditions. If it does, it prioritizes the adjustment of the corresponding preload collapse force and axial offset. If the road-related conditions are not triggered, it continues to perform conventional collapse adjustment based on the judgment logic of the signal change. For example, when a vehicle is driving on a rough road surface and the steering wheel slides rapidly within a preset time threshold, the crumple adjustment module will simultaneously respond to the conditions that the road surface roughness level exceeds the preset roughness threshold and the conditions that the first axis change rate exceeds the first preset threshold. At this time, the pre-tightening crumple force is adjusted to the higher of the third preset value and the first preset value to ensure that the crumple mechanism can still maintain sufficient impact absorption capacity in a vibration environment.

[0043] In addition, the storage module is also configured to store, in addition to the preload and axial offset required when the steering wheel is in each first and second position, the adjustment parameter mapping table corresponding to different road surface parameter combinations. For example, for road surface conditions of "medium roughness + low friction coefficient", the storage module presets a specific preload and axial offset angle. After receiving the real-time road surface parameter signal, the crumple adjustment module directly calls the parameters in the mapping table to adjust the axial offset and preload.

[0044] As a necessary supplement to the embodiments of this disclosure, the introduction of the road feel simulation motor significantly improves the environmental adaptability of the steer-by-wire crumple compensation system. Specifically, under normal driving conditions, real-time feedback of road surface parameters enables the crumple mechanism to actively pre-adjust the effective crumple direction and effective crumple load, avoiding the lag of traditional crumple mechanisms that rely solely on the instantaneous response to a collision. For example, when driving on a slippery road surface, by increasing the axial offset in advance, the effective crumple direction of the crumple mechanism is tilted laterally, so that when the steering wheel is unexpectedly turned due to road slippage, the crumple mechanism can more efficiently absorb lateral impact energy, reducing the driver's hand load. Under extreme road conditions, the road parameter signal output by the road feel simulation motor will trigger the rapid response mechanism of the crumple adjustment module. That is, if the reference value of the road friction coefficient is detected to be lower than the preset friction threshold and the rate of change of the second axis exceeds the second preset threshold within a preset time threshold, the crumple adjustment module will immediately adjust the axial offset to the fourth preset value and simultaneously increase the pre-tightening crumple force to the second preset value. This will strengthen the lateral bearing capacity of the crumple mechanism before the steering wheel is turned quickly, effectively preventing the risk of loss of steering control due to low road adhesion.

[0045] Example 2

[0046] This disclosure provides a steer-by-wire crumple compensation device to implement the steer-by-wire crumple compensation system as described in Embodiment 1. The steer-by-wire crumple compensation device of this embodiment is specifically disposed in... Figure 2 In the steer-by-wire device shown.

[0047] Among them, the steer-by-wire crumple compensation device, such as Figure 3 As shown, it includes the steering wheel, and also includes: The steering column includes a first column 1 and a second column 2. The first column 1 is slidably sleeved inside the second column 2. The end of the first column 1 is connected to the steering wheel, and the end of the second column 2 is connected to the road feel simulation motor. The steering column has a first axis whose sliding direction is limited by a sliding mechanism, and a second axis whose rotation direction is limited by a rotating mechanism, wherein the second axis and the first axis are arranged in opposite directions. The first motor 3 is connected to the steering column and provides the steering wheel with drive on the first axis via a sliding mechanism; The second motor 4 is connected to the steering column and provides the steering wheel with drive on the second axis via a rotation mechanism; The first motor 3 is connected to the steering column, and its driving end is connected to the first slider 6 through the first lead screw 5. The first slider 6 is fixed to the square bracket 8 via the connecting bracket 7. The square bracket 8 is welded to the outer tube wall of the first column 1. The first collapse section includes a tear plate 9, a rivet 10 and a concave groove guide structure. The tear plate 9 is U-shaped, with one end connected to the square bracket 8 by the rivet 10 and the other end fixed to the connecting bracket 7. The second column 2 is provided with an auxiliary concave groove, the inner wall of which is inlaid with a plastic concave groove. The square and cylindrical protrusions (not shown in the figure) of the connecting bracket 7 are embedded in the plastic concave groove. When the collision load causes the first column 1 to move along the first axis towards the driver, the rivet 10 undergoes shearing fracture, and the tear plate 9 continues to deform to provide collapse compensation force. It should be noted that the square and cylindrical protrusions of the connecting bracket 7 are common foolproof installation structures in the mechanical field, and their structural design and connection method will not be described in detail here.

[0048] As a preferred embodiment, a second collapsible portion is also included, which includes an electromagnetic actuator 11, a collapsible force sensor, and a pre-tightening mechanism. The electromagnetic actuator 11 is fixed between the first column 1 and the second column 2, and its output end is connected to the pre-tightening mechanism. The collapsible force sensor monitors the real-time collapsible force of the first collapsible portion.

[0049] In a preferred embodiment, 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 via a fixing member, and the magnetic piston is connected to the pre-tightening mechanism, generating an axial pre-tightening force when energized. It should be noted that, in this art, the coil assembly generates magnetic forces in different directions, driving magnetic pistons at different positions to achieve different directional driving magnetic forces, thereby changing the axial pre-tightening force and axial offset. For example, the coil assembly can be configured with an array of coils and an array of magnetic pistons. When adjustment is needed, one set of coils is energized to drive the corresponding magnetic piston. After generating magnetic force in a specific direction, the axial offset can be adjusted. By changing the intensity of the coil energization, the driving stroke of the magnetic piston is changed, thereby adjusting the magnitude of the axial pre-tightening force.

[0050] In a preferred embodiment, the second collapsible portion is electrically connected to the first motor 3 and the second motor 4; When the steering wheel slides along the first axis to a preset proportion of the maximum travel, the preload 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 offset of the pre-tightening mechanism is adjusted to compensate for the collapsing space offset caused by the skewed axes. The conditions under which the adjustment is achieved are as described in the system description in Embodiment 1, and will not be repeated in this embodiment.

[0051] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, function, and operation of possible implementations of apparatus, methods, and computer program products according to embodiments of the present disclosure. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. In some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutive blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. In the descriptions corresponding to the flowcharts and block diagrams in the accompanying drawings, the operations or steps corresponding to different blocks may also occur in a different order than those disclosed in the description; sometimes there is no specific order between different operations or steps. For example, two consecutive operations or steps may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. Each block in a block diagram and / or flowchart, and combinations of blocks in a block diagram and / or flowchart, can be implemented using a dedicated hardware-based device that performs the specified function or action, or using a combination of dedicated hardware and computer instructions.

Claims

1. A steer-by-wire collapsibility compensation control system, characterized in that, include: The position monitoring module is configured to acquire a first position where the steering wheel slides along a first axis and a second position where it rotates along a second axis during steer-by-wire, and combine the first position and the second position to obtain a position signal; The trajectory determination module is configured to receive the position signal and determine the amount of signal change between the current position signal and the previous position signal. The crumple adjustment module receives the signal change and determines whether to adjust the crumple amount of the steering-by-wire crumple compensation device based on the value of the signal change. If the signal change exceeds the preset change amount within the preset time threshold, a collapse adjustment is performed; otherwise, the current collapse adjustment amount is maintained.

2. The steer-by-wire collapsibility compensation control system according to claim 1, characterized in that, The first axis and the second axis are arranged in opposite planes, and the first axis rotates about the axis of the second axis.

3. The steer-by-wire collapsibility compensation control system according to claim 2, characterized in that, The signal change includes a first axis change rate and a second axis change rate determined based on the position signal, and, The reference values ​​of the first and second reference axes are determined based on the reference positions of the first and second axes. The rate of change of the first axis and the rate of change of the second axis are the rates of change of the corresponding axes over time. The first reference axis reference value and the second reference axis reference value are the changes in the corresponding axis relative to one or more reference positions.

4. The steer-by-wire collapsibility compensation control system according to claim 3, characterized in that, After receiving the signal change, the collapse adjustment module performs the following steps: If the rate of change of the first axis exceeds the first preset threshold, the pre-tightening collapsing force along the first axis is adjusted to the first preset value; If the rate of change of the second axis exceeds the first preset threshold, adjust the axial offset of the preload collapsing force around the second axis to the second preset value; If the reference value of the first reference axis reaches the preset reference position, adjust the preload collapsing force along the first axis to the preset value of the first reference. If the reference value of the second reference axis reaches the preset reference position, adjust the axial offset of the preload collapsing force around the second axis to the preset value of the second reference.

5. A steer-by-wire crumple zone compensation device, controlled by the system described in any one of claims 1-4, comprising a steering wheel, characterized in that, Also includes: The steering column includes a first column and a second column, the first column being slidably sleeved within the second column, and the end of the first column being connected to the steering wheel. The steering column has a first axis whose sliding direction is limited by a sliding mechanism, and a second axis whose rotation direction is limited by a rotating mechanism, wherein the second axis and the first axis are arranged in opposite directions. A first motor, connected to the steering column, provides drive for the steering wheel on the first axis via a sliding mechanism; The second motor, connected to the steering column, provides drive for the steering wheel on the second axis via a rotating mechanism; The first motor is connected to the steering column, and its driving end is connected to the first slider through the first lead screw. The first slider is fixed to the square bracket via the connecting bracket, and the square bracket is welded to the outer tube wall of the first column. The first crumple section includes a tear plate, a rivet, and a concave groove guide structure. The tear plate is U-shaped, with one end connected to the square bracket by the rivet and the other end fixed to the connecting bracket. The second column is provided with an auxiliary concave groove, and the inner wall of the auxiliary concave groove is inlaid with a plastic concave groove. The square convex bulge and cylindrical convex bulge of the connecting bracket are embedded in the plastic concave groove. When the collision load causes the first column to move along the first axis toward the driver, the rivet is sheared and broken, and the tear plate continues to deform to provide a crumple compensation force.

6. The steer-by-wire collapsibility compensation device according to claim 5, characterized in that, It also includes a second collapsible section, which includes an electromagnetic actuator, a collapsible force sensor and a pre-tightening mechanism. The electromagnetic actuator is fixed between the first column and the second column, and its output end is connected to the pre-tightening mechanism. The collapsible force sensor monitors the real-time collapsible force of the first collapsible section.

7. The steer-by-wire collapsibility compensation device according to claim 6, characterized in that, The electromagnetic actuator includes a coil assembly and a magnetic piston. The coil assembly is connected to the outer wall of the second column via a fixing member, and the magnetic piston is connected to the pre-tightening mechanism, generating an axial pre-tightening force when energized.

8. The steer-by-wire collapsibility compensation device according to claim 7, characterized in that, The second collapsible part is electrically connected to the first motor and the second motor; When the steering wheel slides along the first axis to a preset proportion of the maximum travel, the preload 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 offset of the pre-tightening mechanism is automatically adjusted to compensate for the collapsing space offset caused by the non-planar axes.

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