Steer-by-wire in-situ springback alignment method, system and device and medium

Abstract

The invention provides a steering-by-wire in-situ springback alignment method, system and device and a medium, and belongs to the technical field of vehicles. The method comprises the steps that the actual steering angle of a steering mechanism is monitored in real time, driver input torque is obtained, and a target steering angle instruction is generated according to the driver input torque; and according to the target steering angle instruction, a steering execution motor drives a steering mechanism to execute steering operation so as to turn to the target steering angle. The angle difference value between the target steering angle and the actual steering angle is calculated, when the angle difference value is larger than a set angle threshold value, the springback angle is calculated, according to the springback angle, a steering wheel is driven to springback, the steering gear angle in the steering mechanism is aligned, and according to the angle difference value, after angle alignment is confirmed, work of a steering execution motor is suspended. The synchronization precision of the steering system is improved, the service life of the motor is effectively prolonged, and the energy efficiency of the system is improved.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a method, system, device and medium for steer-by-wire with stationary rebound alignment. Background Technology

[0002] The road feel simulator is a core component of a car's steer-by-wire system, used to simulate the force sensations and road feedback experienced by the driver during steering. Its core functions include: simulating road feel by using motors and algorithms to simulate the interaction forces between the tires and the road surface (such as bumps and steering resistance), transmitting these forces to the steering wheel to allow the driver to perceive road conditions; dynamic adjustment by adjusting the feedback torque in real time based on parameters such as vehicle speed and steering angle; and safety redundancy by supporting functions such as active return-to-center and hands-off detection to enhance driving safety.

[0003] In existing technology, the road feel simulator commands the steering motor to turn at a certain angle (e.g., 100 degrees), which is then transmitted to the steering motor to start working. However, due to the influence of rotational inertia, friction, and suspension gravity, the actual turn is only 90 degrees. The steering motor continues to work even though the command has not been reached, which affects the motor's lifespan and reduces the accuracy of steering synchronization. Summary of the Invention

[0004] The main objective of this application is to provide a method, system, device, and medium for steer-by-wire with in-situ rebound alignment. This improves the synchronization accuracy of the steering system, effectively extends the service life of the motor, and enhances system energy efficiency.

[0005] To achieve the above objectives, one aspect of this application proposes a method for steer-by-wire stationary rebound alignment, the method comprising: The actual steering angle of the steering mechanism is monitored in real time, and the driver's input torque is obtained. Based on the driver's input torque, a target steering angle command is generated. According to the target steering angle command, the steering execution motor drives the steering mechanism to perform a steering operation to turn to the target steering angle; Calculate the angle difference between the target steering angle and the actual steering angle. When the angle difference is greater than a set angle threshold, calculate the rebound angle. Based on the rebound angle, the steering wheel is driven to rebound, aligning with the steering gear angle in the steering mechanism. Based on the angle difference, after confirming the angle alignment, the steering execution motor is paused.

[0006] In some embodiments, calculating the rebound angle when the angle difference is greater than a set angle threshold includes: Determine whether the angle difference is greater than the set angle threshold, and whether the duration of the difference is greater than the set duration; When the angle difference is greater than the set angle threshold and the duration is greater than the set duration, the rebound angle is calculated based on the real-time angle difference using the set PID control algorithm.

[0007] In some embodiments, pausing the steering motor operation after confirming angle alignment includes: When the angle difference is less than the set error range, the angle alignment is confirmed, and it is determined whether the load parameters of the steering actuator motor are within the set safety parameter range. When the load parameters are outside the set safety parameter range, the power supply to the steering actuator motor is cut off and a warning signal is issued.

[0008] In some embodiments, the method further includes: Determine if any abnormal conditions exist during the rebound process; When the abnormal state is confirmed, the system switches to the slave control unit, increases the control authority of the slave control unit, performs an emergency return-to-center operation, forces the steering actuator motor to a preset safe zero position, and records the fault code.

[0009] To achieve the above objectives, another aspect of this application proposes a steer-by-wire stationary rebound alignment system, the system comprising: A road feel simulation module is used to receive the driver's input torque and generate a target steering angle command based on the driver's input torque. A steering actuator motor is connected to the vehicle's steering mechanism. The steering actuator motor is used to drive the steering mechanism to perform a steering operation according to the target steering angle command, so as to turn to the target steering angle. An angle detection sensor is used to monitor the actual steering angle of the steering mechanism in real time. The control module is used to calculate the angle difference between the target steering angle and the actual steering angle, and to calculate the rebound angle when the angle difference is greater than a set angle threshold. A rebound compensation module, which drives the steering wheel to rebound according to the rebound angle to align the steering gear angle in the steering mechanism; The pause control module is used to pause the operation of the steering motor after confirming angle alignment based on the angle difference.

[0010] In some embodiments, the system includes: A redundant safety module is provided to monitor the abnormal states of the road feel simulation module, steering actuator motor, angle detection sensor, control module, rebound compensation module, and pause control module. When the abnormal state is confirmed, an emergency return-to-center operation is performed.

[0011] In some embodiments, the springback compensation module includes: A springback servo motor, which is used to perform a springback operation according to the springback angle; A worm gear reducer mechanism, which is rigidly connected to the output shaft of the spring servo motor, and is connected to the steering column of the steering mechanism; An angle limiter is used to constrain the rebound rotation range of the rebound servo motor.

[0012] In some embodiments, the pause control module includes: A current monitoring unit is used to detect the load current of the steering actuator motor. When the load current exceeds a set current threshold, the power supply to the steering actuator motor is cut off and a warning signal is issued. A temperature protection unit is provided to detect the load temperature of the steering actuator motor. When the load temperature exceeds a set temperature threshold, the power supply to the steering actuator motor is cut off and a warning signal is issued.

[0013] To achieve the above objectives, another aspect of the present application provides a vehicle control device, including a memory, a processor, and a program stored in the memory and executable on the processor. When the program is executed by the processor, it implements the above-described steer-by-wire stationary rebound alignment method.

[0014] To achieve the above objectives, another aspect of the embodiments of this application proposes a computer-readable storage medium storing a computer program that, when executed by a processor, implements the above-described method for steer-by-wire with in-situ rebound alignment.

[0015] The embodiments of this application include at least the following beneficial effects: This application provides a method, system, device, and medium for steer-by-wire stationary rebound alignment. This solution, through angle detection, rebound angle calculation, and rebound compensation, can quickly drive the steering wheel for precise rebound compensation when the angle difference between the target steering angle and the actual steering angle is significantly large, so that the angle of the road feel simulator is aligned with the actual angle of the steering gear in real time. This greatly improves the synchronization accuracy of the steering system, avoids the ineffective power consumption and potential overload risk caused by the steering actuator motor continuously working under angle deviation, thereby effectively extending the service life of the motor and improving the system energy efficiency. By pausing the motor in time after angle alignment, the reliability and safety of the system are further enhanced. This effectively solves the problem of inconsistency between the actual steering angle of the steering actuator motor and the steering angle commanded by the road feel simulator caused by factors such as rotational inertia, friction, and suspension gravity in the steer-by-wire system. It does not require additional complex mechanical structures or significant changes to the existing steer-by-wire system architecture. It is achieved through software algorithm optimization and full utilization of sensor data, and has the advantages of low implementation cost, high compatibility, and easy integration into existing vehicle platforms. Attached Figure Description

[0016] Figure 1 This is a flowchart of the steer-by-wire stationary rebound alignment method provided in the embodiments of this application; Figure 2 This is a schematic diagram of the frame of the steer-by-wire stationary rebound alignment system provided in the embodiments of this application; Figure 3 This is a schematic diagram of the hardware structure framework of the vehicle control device provided in the embodiments of this application. Detailed Implementation

[0017] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of this application and are not intended to limit it. In the following description, when referring to the accompanying drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with those of this application; they are merely examples of apparatuses and methods consistent with some aspects of the embodiments of this application as detailed in the appended claims.

[0018] It is understood that the terms "first," "second," etc., used in this application may be used to describe various concepts herein, but unless otherwise specified, these concepts are not limited by these terms. These terms are only used to distinguish one concept from another. For example, without departing from the scope of embodiments of this application, Ethernet signaling information may also be referred to as interface signaling information, and similarly, interface signaling information may also be referred to as Ethernet signaling information. Depending on the context, the words "if" or "when" as used herein may be interpreted as "when," "in response to a determination," or "in the event of a determination."

[0019] As used in this application, the terms "at least one", "multiple", "each", "any", etc., "at least one" includes one, two or more, "multiple" includes two or more, "each" refers to each of the corresponding multiples, and "any" refers to any one of the multiples.

[0020] 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. The terminology used herein is for the purpose of describing embodiments of this application only and is not intended to limit this application.

[0021] In some embodiments of one aspect of the present invention Figure 1 This is an optional flowchart of the steering-by-wire stationary rebound alignment method provided in the embodiments of this application. Figure 1 The method may include, but is not limited to, steps S100 to S400.

[0022] Step S100: Monitor the actual steering angle of the steering mechanism in real time and obtain the driver's input torque. Generate the target steering angle command based on the driver's input torque.

[0023] In step S200, according to the target steering angle command, the steering execution motor drives the steering mechanism to perform a steering operation to turn to the target steering angle.

[0024] Step S300: Calculate the angle difference between the target steering angle and the actual steering angle. When the angle difference is greater than the set angle threshold, calculate the rebound angle.

[0025] In step S400, the steering wheel is driven to rebound according to the rebound angle, aligning with the steering gear angle in the steering mechanism. After confirming the angle alignment based on the angle difference, the steering execution motor is paused.

[0026] Steps S100 to S400 of this embodiment, through angle detection, rebound angle calculation, and rebound compensation, can quickly drive the steering wheel for precise rebound compensation when the angle difference between the target steering angle and the actual steering angle is significantly large, ensuring real-time alignment between the road feel simulator angle and the actual steering gear angle. This greatly improves the synchronization accuracy of the steering system, avoids the ineffective power consumption and potential overload risk caused by the steering actuator motor continuously operating under angle deviation, thereby effectively extending the motor's service life and improving system energy efficiency. By promptly pausing the motor after angle alignment, the system's reliability and safety are further enhanced. This effectively solves the problem of inconsistency between the actual steering angle of the steering actuator motor and the steering angle commanded by the road feel simulator in steer-by-wire systems due to factors such as rotational inertia, friction, and suspension gravity. It does not require additional complex mechanical structures or significant changes to the existing steer-by-wire system architecture; it is achieved through software algorithm optimization and full utilization of sensor data, offering advantages such as low implementation cost, high compatibility, and easy integration into existing vehicle platforms. The current solution lacks a pause control unit, meaning the motor is promptly paused after angle alignment, further enhancing the system's reliability and safety. In some embodiments of S100, the system initializes, establishes a communication link between the road feel simulator module, the angle detection sensor, the control module, and the rebound compensation module, and completes sensor zero-position calibration; the steering angle of the steering mechanism is monitored by the angle detection sensor to obtain the real-time actual steering angle, and the angle is sent to the control module, which records the angle.

[0027] The road feel simulation module obtains the driver input torque through the steering wheel. Based on the driver input torque, a target steering angle command is generated and sent to the steering actuator motor and control module. The steering actuator motor performs steering according to the command, and the control module records the command.

[0028] The target steering angle command includes the target steering angle.

[0029] In some embodiments of S200, the steering actuator motor receives a target steering angle command and drives the steering mechanism to perform a steering operation according to the target steering angle in the target steering angle command, so that the steering mechanism reaches the target steering angle.

[0030] In some embodiments of S300, the control module compares the target steering angle with the actual steering angle and calculates the angle difference between the two. It acquires the real-time angle difference, and when the angle difference continuously exceeds a set angle threshold, it dynamically calculates the rebound angle based on PID control logic, generates a rebound angle command, and sends this command to the rebound compensation module to compensate the steering wheel for rebound.

[0031] In some embodiments of S400, the rebound compensation module drives the steering wheel to rebound by the rebound angle, aligning the steering gear angle in the steering mechanism so that the target steering angle is consistent with the actual steering angle, and ensuring that the steering wheel moves within the mechanical limit.

[0032] By using real-time angle difference, it is confirmed whether the target steering angle is consistent with the actual steering angle and whether the angles are aligned. When the angle difference is within the set error range, after confirming that the angles are aligned, the power supply to the steering motor is immediately cut off, and the steering motor stops working.

[0033] In some embodiments of this invention, in step S300, the calculation process for the springback angle includes: S310, determine whether the angle difference is greater than the set angle threshold, and whether the duration of the difference is greater than the set duration; S320: When the angle difference is greater than the set angle threshold and the duration is greater than the set duration, the rebound angle is calculated based on the real-time angle difference using the set PID control algorithm.

[0034] In this embodiment, based on the real-time angle difference, it is determined whether the angle difference is greater than the set angle threshold, and whether the duration of the greater than threshold exceeds the set duration, so as to avoid decision-making errors caused by instantaneous angle errors.

[0035] When the confirmed angle difference is greater than the set angle threshold and continues for more than the set time, the rebound angle is calculated using the set PID control algorithm based on the real-time angle difference.

[0036] Specifically, the angle difference is , Turning angle for the target Given the actual steering angle, the real-time angle difference can be... , The target turning angle (expected value as it changes over time). This refers to the actual steering angle measured in real time.

[0037] Through real-time angle difference Dynamic adjustment is achieved through preset PID control logic.

[0038] The rebound angle was calculated. , This is the proportional gain coefficient. This is the integral gain coefficient. The differential gain coefficient, It is the integral expression for the real-time angle difference between the target steering angle and the actual steering angle; it is dynamically adjusted through preset PID control logic to minimize the error and generate a high-precision rebound angle command, while ensuring the system's rapid convergence in steady-state and transient responses.

[0039] in, .

[0040] In some embodiments of this invention, in step S400, the angle alignment confirmation process includes: S410: When the angle difference is less than the set error threshold, the angle alignment is confirmed, and it is determined whether the load parameters of the steering actuator motor are within the set safety parameter range.

[0041] S420: When the load parameters are outside the set safety parameter range, the power supply to the steering actuator motor is cut off and a warning signal is issued.

[0042] In this embodiment, when the target steering angle is consistent with the actual steering angle or the angle difference between the target steering angle and the actual steering angle is less than the set error threshold, the angle is considered to be aligned.

[0043] Obtain the load parameters of the steering actuator motor and determine whether the load parameters are within the set safety parameter range.

[0044] If not, immediately cut off the power supply to the steering actuator motor and issue a warning signal.

[0045] If so, then execute the bounce for the next loop.

[0046] Load parameters include load current and load temperature. In this embodiment, load parameters may also include load angle or other load parameters; no specific parameters are limited in this embodiment.

[0047] In one embodiment, when the angle alignment is confirmed, the load current of the actuator motor is obtained. When the load current is greater than a set current threshold, the power supply to the steering actuator motor is cut off and a warning signal is issued.

[0048] In another embodiment, when the angle alignment is confirmed, the load temperature of the actuator motor is obtained. When the load temperature exceeds a set temperature threshold, the power supply to the steering actuator motor is cut off and a warning signal is issued.

[0049] In some embodiments of this invention, the in-situ springback alignment method further includes: S500, determines whether there is an abnormal state during the rebound process; S510: When an abnormal state is confirmed, the system switches to the slave control unit, increases the control authority of the slave control unit, performs an emergency return-to-center operation, forces the steering actuator motor to the preset safe zero position, and records the fault code.

[0050] In this embodiment, the operating module components during the rebound process are monitored to obtain their operating status. Based on this operating status, it is determined whether there is an abnormal state during the rebound process.

[0051] If so, the system will switch to the control unit, raise its control authority, and enable it to automatically take over control, triggering the emergency return-to-center process and performing the emergency return-to-center operation.

[0052] The emergency return-to-center operation is as follows: the steering motor is forcibly driven to turn to the preset safe zero position, and the fault code is recorded to the non-volatile memory.

[0053] For example, if the main control unit fails or the sensor data is abnormal, the control unit automatically takes over control and triggers an emergency return-to-normal process: forcibly driving the rebound servo motor to a preset safe zero position, and recording the fault code to a non-volatile memory.

[0054] In some embodiments of another aspect of the present invention Figure 2 This is an optional framework diagram of the steering-by-wire stationary rebound alignment system provided in this application embodiment, which can perform the above-described stationary rebound alignment method. Figure 2 The system includes: a road feel simulation module, a steering actuator motor, an angle detection sensor, a control module, a rebound compensation module, a redundancy safety module, and a pause control module.

[0055] The road feel simulation module receives the driver's input torque in real time through the steering wheel. Based on the driver's input torque, it generates a target steering angle command and transmits the target steering angle command to the control module and the steering actuator motor. The steering actuator motor then performs steering according to the command, and the control module records the command.

[0056] The target steering angle command includes the target steering angle.

[0057] The steering actuator motor is connected to the steering mechanism in the vehicle and receives the target steering command generated by the road feel simulation module.

[0058] An angle detection sensor is installed on the steering shaft of the steering mechanism. The angle detection sensor can monitor the steering angle of the steering shaft in real time, thereby obtaining the actual steering angle.

[0059] The angle detection sensor uses a contact-type TIS sensor and outputs a digital signal to the control module to improve the system's response speed and anti-interference capability.

[0060] The control module compares the target steering angle with the actual steering angle and calculates the angle difference between the two. It acquires the real-time angle difference, and when the angle difference continuously exceeds a set angle threshold, it dynamically calculates the rebound angle and rebound signal based on PID control logic, generates a rebound angle command, and sends this command to the rebound compensation module to compensate the steering wheel for rebound.

[0061] The rebound compensation module receives the rebound angle command and, in response to the rebound signal, drives the steering wheel to rebound, causing the steering wheel to rebound by a specified angle to align with the steering gear angle.

[0062] The pause control module can determine whether the target steering angle and the actual steering angle are consistent and aligned based on the angle difference. When the angle difference is within the set error range, the power supply to the steering motor is immediately cut off after confirming the angle alignment, thus pausing the steering motor to avoid motor overload and extend its service life.

[0063] The redundant safety unit can monitor the road feel simulation module, steering actuator motor, angle detection sensor, control module, rebound compensation module, and pause control module to monitor the module components operating during the rebound process, obtain the operating status of the module components operating during the rebound process, and determine whether there is an abnormal state during the rebound process based on the operating status.

[0064] If so, the system will switch to the control unit, elevate its control authority, and automatically take over control, triggering the emergency return-to-center procedure and performing the emergency return-to-center operation. The emergency return-to-center operation involves forcibly driving the steering motor to a preset safe zero position and simultaneously recording the fault code to non-volatile memory.

[0065] In another embodiment of the present invention, the control module includes: an angle difference calculation unit and a rebound angle generation unit.

[0066] The angle difference calculation unit can compare the target steering angle with the actual steering angle and calculate the angle difference between the two. It obtains the real-time angle difference value.

[0067] Specifically, the angle difference is , Turning angle for the target Given the actual steering angle, the real-time angle difference can be... , The target turning angle (expected value as it changes over time). This refers to the actual steering angle measured in real time.

[0068] The rebound angle generation unit can dynamically calculate the rebound angle based on PID control logic when the angle difference is continuously greater than the set angle threshold, generate a rebound angle command, and send the command to the rebound compensation module to perform rebound compensation on the steering wheel.

[0069] Specifically, through real-time angle difference Dynamic adjustment is achieved through preset PID control logic.

[0070] The rebound angle was calculated. , This is the proportional gain coefficient. This is the integral gain coefficient. The differential gain coefficient is dynamically adjusted through preset PID control logic to minimize errors and generate high-precision rebound angle commands, while ensuring the system's rapid convergence in both steady-state and transient responses.

[0071] In another embodiment of the present invention, the springback compensation module includes: a springback servo motor, a worm gear reducer, and an angle limiter.

[0072] The input of the rebound servo motor receives the rebound signal and rebound angle output by the control module. In response to the rebound signal, it performs the rebound operation based on the rebound angle.

[0073] The input end of the worm gear reducer is rigidly connected to the output shaft of the spring servo motor, and the output end of the worm gear reducer is connected to the steering column of the steering mechanism through a coupling.

[0074] An angle limiter can constrain the rebound rotation range of the rebound servo motor during the rebound process, preventing the steering wheel from rotating excessively beyond the safety limit.

[0075] Specifically, the rebound servo motor receives the rebound angle command, responds to the rebound signal in the rebound angle command, and drives the worm gear reduction mechanism to rotate the steering column according to the rebound angle in the rebound angle command. The angle limiter constrains the rotation stroke in real time to ensure that the steering wheel moves within the mechanical limit, so that the steering wheel rebounds to the specified angle to align with the steering gear angle.

[0076] In another embodiment of the present invention, the pause control module includes a current monitoring unit and a temperature protection unit.

[0077] When the target steering angle is consistent with the actual steering angle, or when the angle difference between the target steering angle and the actual steering angle is less than the set error threshold, the angle is considered to be aligned.

[0078] The current monitoring unit can detect the load current of the steering actuator motor. When the target steering angle matches the actual steering angle, or the angle difference between the target and actual steering angles is less than the set error threshold, the angle is considered aligned. When the load current exceeds the set current threshold, the power supply to the steering actuator motor is cut off, and a warning signal is issued. The temperature protection unit can detect the load temperature of the steering actuator motor. When the target steering angle matches the actual steering angle, or the angle difference between the target steering angle and the actual steering angle is less than the set error threshold, the angle is considered aligned. When the load temperature exceeds the set temperature threshold, the power supply to the steering actuator motor is cut off, and a warning signal is issued.

[0079] The pause control module may also include other detection units to immediately cut off the power supply to the steering actuator motor and issue a warning signal when the load parameters are outside the set safety parameter range. Load parameters include load current and load temperature. In this embodiment, load parameters may also include load angle or other load parameters; no specific limitations are imposed on the specific load parameters in this embodiment.

[0080] In another embodiment of the present invention, the redundant safety module adopts a dual-channel communication architecture, including a master control unit and a slave control unit.

[0081] If an abnormal state occurs during the rebound process, the main control unit is considered to have failed. The control unit then automatically takes over control, performs an emergency return-to-center operation, and records a fault log to improve system reliability.

[0082] Specifically, the operating modules during the rebound process are monitored to obtain their operating status. Based on this operating status, it is determined whether there are any abnormal conditions during the rebound process.

[0083] If so, the system will switch to the control unit, raise its control authority, and enable it to automatically take over control, triggering the emergency return-to-center process and performing the emergency return-to-center operation.

[0084] The emergency return-to-center operation is as follows: the steering motor is forcibly driven to turn to the preset safe zero position, and the fault code is recorded to the non-volatile memory.

[0085] For example, if the main control unit fails or the sensor data is abnormal, the control unit automatically takes over control and triggers an emergency return-to-normal process: forcibly driving the rebound servo motor to a preset safe zero position, and recording the fault code to a non-volatile memory.

[0086] Another embodiment of this application provides a vehicle control device, which includes a memory and a processor. The memory stores a computer program, and the processor executes the computer program to implement the above-described steer-by-wire stationary rebound alignment method. This vehicle control device can be any smart terminal, including a tablet computer, an in-vehicle computer, or similar device.

[0087] It is understood that the content of the above method embodiments is applicable to this device embodiment. The specific functions implemented by this device embodiment are the same as those of the above method embodiments, and the beneficial effects achieved are also the same as those achieved by the above method embodiments.

[0088] Please see Figure 3 , Figure 3 The hardware structure of a vehicle control device according to another embodiment is illustrated. The vehicle control device includes: The processor can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to achieve the technical solutions provided in the embodiments of this application. The memory can be implemented in the form of read-only memory (ROM), static storage device, dynamic storage device, or random access memory (RAM). The memory can store the operating system and other applications. When the technical solutions provided in the embodiments of this specification are implemented through software or firmware, the relevant program code is stored in the memory and called by the processor to execute the drive-by-wire stationary rebound alignment method of the embodiments of this application. Input / output interfaces are used to implement information input and output; The communication interface is used to enable communication and interaction between this device and other devices. Communication can be achieved through wired means (such as USB, Ethernet cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.). A bus is used to transfer information between various components of a device, such as processors, memory, input / output interfaces, and communication interfaces. The processor, memory, input / output interfaces, and communication interfaces communicate with each other within the device via a bus.

[0089] This invention also provides a vehicle including the steer-by-wire springback alignment method described above.

[0090] The vehicle can be a private car, such as a sedan, SUV, MPV, or pickup truck. It can also be a commercial vehicle, such as a van, bus, small truck, or large semi-trailer. The vehicle must have an electric motor capable of outputting power or acting as a generator to store mechanical energy. When the vehicle is a new energy vehicle, it can be a hybrid or a pure electric vehicle.

[0091] Since the vehicle applies all the technical solutions of the above-described vehicle control device, it has at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be repeated here.

[0092] Another embodiment of the present invention provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the above-described method for steer-by-wire stationary rebound alignment.

[0093] It is understood that the content of the above method embodiments is applicable to this storage medium embodiment. The specific functions implemented in this storage medium embodiment are the same as those in the above method embodiments, and the beneficial effects achieved are also the same as those achieved in the above method embodiments.

[0094] Memory, as a non-transitory computer-readable storage medium, can be used to store non-transitory software programs and non-transitory computer-executable programs. Furthermore, memory may include high-speed random access memory, and may also include non-transitory memory, such as at least one disk storage device, flash memory device, or other non-transitory solid-state storage device. In some embodiments, memory may optionally include memory remotely located relative to the processor, and these remote memories can be connected to the processor via a network. Examples of such networks include, but are not limited to, the Internet, intranets, local area networks, mobile communication networks, and combinations thereof.

[0095] The embodiments described in this application are for the purpose of more clearly illustrating the technical solutions of the embodiments of this application, and do not constitute a limitation on the technical solutions provided by the embodiments of this application. As those skilled in the art will know, with the evolution of technology and the emergence of new application scenarios, the technical solutions provided by the embodiments of this application are also applicable to similar technical problems.

[0096] Those skilled in the art will understand that the technical solutions shown in the figures do not constitute a limitation on the embodiments of this application, and may include more or fewer steps than shown, or combine certain steps, or different steps.

[0097] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs.

[0098] Those skilled in the art will understand that all or some of the steps in the methods disclosed above, as well as the functional modules / units in the systems and devices, can be implemented as software, firmware, hardware, or suitable combinations thereof.

[0099] The terms “first,” “second,” “third,” “fourth,” etc. (if present) in the specification and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms “comprising” and “having,” and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0100] It should be understood that in this application, "at least one (item)" means one or more, and "more than" means two or more. "And / or" is used to describe the relationship between related objects, indicating that three relationships can exist. For example, "A and / or B" can represent three cases: only A exists, only B exists, and both A and B exist simultaneously, where A and B can be singular or plural. The character " / " generally indicates that the preceding and following related objects are in an "or" relationship. "At least one (item) of the following" or similar expressions refer to any combination of these items, including any combination of single or plural items. For example, at least one (item) of a, b, or c can represent: a, b, c, "a and b", "a and c", "b and c", or "a and b and c", where a, b, and c can be single or multiple.

[0101] The units described above as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0102] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0103] The preferred embodiments of the present application have been described above with reference to the accompanying drawings, but this does not limit the scope of the claims of the present application. Any modifications, equivalent substitutions, and improvements made by those skilled in the art without departing from the scope and substance of the embodiments of the present application shall be within the scope of the claims of the present application.

Claims

1. A method for aligning steering-by-wire with in-situ rebound, characterized in that, The method includes: The actual steering angle of the steering mechanism is monitored in real time, and the driver's input torque is obtained. Based on the driver's input torque, a target steering angle command is generated. According to the target steering angle command, the steering execution motor drives the steering mechanism to perform a steering operation to turn to the target steering angle; Calculate the angle difference between the target steering angle and the actual steering angle. When the angle difference is greater than a set angle threshold, calculate the rebound angle. Based on the rebound angle, the steering wheel is driven to rebound, aligning with the steering gear angle in the steering mechanism. Based on the angle difference, after confirming the angle alignment, the steering execution motor is paused.

2. The method for steer-by-wire with in-situ rebound alignment according to claim 1, characterized in that, When the angle difference is greater than the set angle threshold, the calculation of the rebound angle includes: Determine whether the angle difference is greater than the set angle threshold, and whether the duration of the difference is greater than the set duration; When the angle difference is greater than the set angle threshold and the duration is greater than the set duration, the rebound angle is calculated based on the real-time angle difference using the set PID control algorithm.

3. The method for steer-by-wire with in-situ rebound alignment according to claim 1, characterized in that, The step of pausing the steering motor operation after confirming angle alignment includes: When the angle difference is less than the set error range, the angle alignment is confirmed, and it is determined whether the load parameters of the steering actuator motor are within the set safety parameter range. When the load parameters are outside the set safety parameter range, the power supply to the steering actuator motor is cut off and a warning signal is issued.

4. The method for steer-by-wire with in-situ rebound alignment according to claim 1, characterized in that, The method further includes: Determine if any abnormal conditions exist during the rebound process; When the abnormal state is confirmed, the system switches to the slave control unit, increases the control authority of the slave control unit, performs an emergency return-to-center operation, forces the steering actuator motor to a preset safe zero position, and records the fault code.

5. A vehicle control device, characterized in that, It includes a memory, a processor, and a program stored in the memory and executable on the processor, wherein when the program is executed by the processor, it implements the steer-by-wire stationary rebound alignment method according to any one of claims 1 to 4.

6. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is executed by the processor, it implements the steer-by-wire stationary rebound alignment method as described in any one of claims 1 to 4.

7. A steer-by-wire stationary rebound alignment system, characterized in that, The system includes: A road feel simulation module is used to receive the driver's input torque and generate a target steering angle command based on the driver's input torque. A steering actuator motor is connected to the vehicle's steering mechanism. The steering actuator motor is used to drive the steering mechanism to perform a steering operation according to the target steering angle command, so as to turn to the target steering angle. An angle detection sensor is used to monitor the actual steering angle of the steering mechanism in real time. The control module is used to calculate the angle difference between the target steering angle and the actual steering angle, and to calculate the rebound angle when the angle difference is greater than a set angle threshold. A rebound compensation module, which drives the steering wheel to rebound according to the rebound angle to align the steering gear angle in the steering mechanism; The pause control module is used to pause the operation of the steering motor after confirming angle alignment based on the angle difference.

8. The steer-by-wire stationary rebound alignment system according to claim 7, characterized in that, The system includes: A redundant safety module is provided to monitor the abnormal states of the road feel simulation module, steering actuator motor, angle detection sensor, control module, rebound compensation module, and pause control module. When the abnormal state is confirmed, an emergency return-to-center operation is performed.

9. The steer-by-wire stationary rebound alignment system according to claim 7, characterized in that, The rebound compensation module includes: A springback servo motor, which is used to perform a springback operation according to the springback angle; A worm gear reducer mechanism, which is rigidly connected to the output shaft of the spring servo motor, and is connected to the steering column of the steering mechanism; An angle limiter is used to constrain the rebound rotation range of the rebound servo motor.

10. The steer-by-wire stationary rebound alignment system according to claim 7, characterized in that, The pause control module includes: A current monitoring unit is used to detect the load current of the steering actuator motor. When the load current exceeds a set current threshold, the power supply to the steering actuator motor is cut off and a warning signal is issued. A temperature protection unit is provided to detect the load temperature of the steering actuator motor. When the load temperature exceeds a set temperature threshold, the power supply to the steering actuator motor is cut off and a warning signal is issued.

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