Angle adjusting method and device for steering wheel

Abstract

The embodiment of the invention relates to the technical field of vehicle steering systems, and discloses a steering wheel angle adjusting method and device, a vehicle is provided with a steering system, the steering system comprises a steering wheel, a steering upper shaft, a steering middle shaft and a steering gear input shaft, and the method comprises the steps that initial coordinates of a preset point in the steering system and the adjusting angle of the steering wheel are obtained; the preset points comprise a first point, a second point, a third point and a fourth point, the first point is a center point of the steering wheel, the second point is a connecting point of the steering upper shaft and the steering middle shaft, the third point is a connecting point of the steering middle shaft and the steering gear input shaft, and the fourth point is a preset position point on the steering gear input shaft; determining target coordinates of the first point and the second point according to the initial coordinates of the first point and the second point and the adjusting angle of the steering wheel; determining the deflection angle of the steering wheel according to the initial coordinates of the preset points and the target coordinates of the first point and the second point; the deflection angle is used for determining the angle of the steering upper shaft yoke when the steering system is arranged.

Description

Technical Field

[0001] This invention relates to the field of vehicle steering system technology, specifically to a method and device for adjusting the angle of a steering wheel. Background Technology

[0002] In a car steering system, the steering wheel angle adjustment function is achieved through an adjustable steering column, which typically includes a steering wheel, upper steering shaft, intermediate steering shaft, and steering input shaft.

[0003] During steering wheel angle adjustment, the universal joint of the steering center shaft will also deflect due to its mechanical characteristics. However, because the steering gear connects the brake caliper and tires and bears a heavy load, the cross joint on the steering gear input shaft side will not deflect. Ultimately, all stress is released through the upper steering shaft and the steering wheel. When looking directly at the steering wheel, the angle deflection is easily noticeable due to the steering wheel's generally non-circular shape and the presence of spokes, affecting user experience. Therefore, the steering wheel deflection needs to be determined during the design and layout of the steering system. Summary of the Invention

[0004] In view of the above problems, embodiments of the present invention provide a steering wheel angle adjustment method and device for determining the steering wheel deflection angle and achieving accurate arrangement of the vehicle steering system.

[0005] According to one aspect of the present invention, a method for adjusting the angle of a steering wheel is provided. A vehicle is equipped with a steering system, which includes a steering wheel, an upper steering shaft, an intermediate steering shaft, and a steering gear input shaft. The steering wheel is connected to the upper steering shaft, the upper steering shaft is connected to the intermediate steering shaft, and the intermediate steering shaft is connected to the steering gear input shaft. The method includes:

[0006] The system obtains the initial coordinates of a preset point in the steering system and the adjustment angle of the steering wheel; wherein the preset point includes at least a first point, a second point, a third point, and a fourth point, the first point represents the center point of the steering wheel, the second point represents the connection point between the upper steering shaft and the middle steering shaft, the third point represents the connection point between the middle steering shaft and the steering input shaft, the fourth point represents a preset position point on the steering input shaft, and the initial coordinates represent the coordinates before the steering wheel angle is adjusted;

[0007] Based on the initial coordinates of the first point, the initial coordinates of the second point, and the adjustment angle of the steering wheel, the target coordinates of the first point and the target coordinates of the second point are determined; wherein, the target coordinates represent the coordinates after the steering wheel angle is adjusted;

[0008] The steering wheel deflection angle is determined based on the initial coordinates of each preset point, the target coordinates of the first point, and the target coordinates of the second point; wherein the deflection angle is used to determine the steering upper axle fork angle when arranging the steering system.

[0009] According to another aspect of the present invention, a steering wheel angle adjustment device is provided. A vehicle is equipped with a steering system, which includes a steering wheel, an upper steering shaft, an intermediate steering shaft, and a steering gear input shaft. The steering wheel is connected to the upper steering shaft, the upper steering shaft is connected to the intermediate steering shaft, and the intermediate steering shaft is connected to the steering gear input shaft. The device includes:

[0010] The data acquisition unit is used to acquire the initial coordinates of a preset point in the steering system and the adjustment angle of the steering wheel; wherein the preset point includes at least a first point, a second point, a third point, and a fourth point, the first point represents the center point of the steering wheel, the second point represents the connection point between the upper steering shaft and the middle steering shaft, the third point represents the connection point between the middle steering shaft and the steering input shaft, the fourth point represents a preset position point on the steering input shaft, and the initial coordinates represent the coordinates before the steering wheel angle is adjusted;

[0011] The coordinate determination unit is used to determine the target coordinates of the first point and the target coordinates of the second point based on the initial coordinates of the first point, the initial coordinates of the second point, and the adjustment angle of the steering wheel; wherein the target coordinates represent the coordinates after the steering wheel angle is adjusted;

[0012] An angle determination unit is used to determine the steering wheel deflection angle based on the initial coordinates of each preset point, the target coordinates of the first point, and the target coordinates of the second point; wherein, the deflection angle is used to determine the steering upper axle fork angle when arranging the steering system.

[0013] According to another aspect of the present invention, an electronic device is provided, including: a processor, a memory, a communication interface, and a communication bus, wherein the processor, the memory, and the communication interface communicate with each other through the communication bus;

[0014] The memory is used to store at least one executable instruction that causes the processor to perform the steering wheel angle adjustment method as described in the embodiments of the present invention.

[0015] According to another aspect of the present invention, a computer-readable storage medium is provided, the storage medium storing at least one executable instruction, which, when executed on an electronic device, causes the electronic device to perform the steering wheel angle adjustment method as described in the embodiments of the present invention.

[0016] According to another aspect of the present invention, a computer program product is provided, including a computer program that, when executed by a processor, implements a method for adjusting the angle of a steering wheel.

[0017] This invention provides a method and apparatus for adjusting the angle of a steering wheel. The vehicle's steering system includes a steering wheel, an upper steering shaft, an intermediate steering shaft, and a steering gear input shaft. By obtaining the coordinates of preset points such as the center point of the steering wheel, the connection point of the upper and lower shafts, and key points of the steering gear input shaft, and combining them with the steering wheel adjustment angle, the actual deflection angle of the adjusted steering wheel can be directly derived. Without simulation, the steering wheel adjustment deflection amount under any arrangement can be quickly and accurately predicted through spatial geometric analytical calculation, which greatly improves the design efficiency and accuracy of the steering system, reduces the actual vehicle debugging cost, and improves the user's satisfaction with the "centering feeling" of the steering wheel.

[0018] The above description is merely an overview of the technical solutions of the embodiments of the present invention. In order to better understand the technical means of the embodiments of the present invention and to implement them in accordance with the contents of the specification, and to make the above and other objects, features and advantages of the embodiments of the present invention more apparent and understandable, specific embodiments of the present invention are described below. Attached Figure Description

[0019] The accompanying drawings are for illustrative purposes only and are not intended to limit the invention. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings:

[0020] Figure 1 A flowchart illustrating a steering wheel angle adjustment method provided by an embodiment of the present invention is shown;

[0021] Figure 2 A schematic diagram of the steering system provided in an embodiment of the present invention is shown;

[0022] Figure 3 This diagram illustrates the steering wheel angle deflection according to an embodiment of the present invention.

[0023] Figure 4 A schematic diagram showing the correspondence between the steering wheel deflection angle and the initial steering upper axle fork angle position provided in an embodiment of the present invention is shown;

[0024] Figure 5 A flowchart illustrating a steering wheel angle adjustment method provided by an embodiment of the present invention is shown;

[0025] Figure 6 A schematic diagram of a rotation axis provided in an embodiment of the present invention is shown;

[0026] Figure 7 A flowchart illustrating a steering wheel angle adjustment method provided by an embodiment of the present invention is shown;

[0027] Figure 8 A schematic diagram of the position vector in the steering system provided by an embodiment of the present invention is shown;

[0028] Figure 9 This diagram illustrates the structure of a steering wheel angle adjustment device according to an embodiment of the present invention.

[0029] Figure 10 A schematic diagram of the structure of an electronic device provided by an embodiment of the present invention is shown. Detailed Implementation

[0030] Exemplary embodiments of the invention will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the invention are shown in the drawings, it should be understood that the invention can be implemented in various forms and should not be limited to the embodiments set forth herein.

[0031] It should be noted that, in the embodiments of the present invention, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a method or apparatus that includes a list of elements includes not only the elements expressly described, but also other elements not expressly listed, or elements inherent to implementing the method or apparatus. Without further limitations, an element defined by the phrase "comprising a..." does not exclude the presence of other related elements in the method or apparatus that includes that element (e.g., steps in the method or modules in the apparatus; for example, a module may be a portion of circuitry, a portion of a processor, a portion of a program or software, etc.).

[0032] For example, the steering wheel angle adjustment method provided in the embodiments of the present invention includes a series of steps, but the steering wheel angle adjustment method provided in the embodiments of the present invention is not limited to the steps described herein. Similarly, the steering wheel angle adjustment device provided in the embodiments of the present invention includes a series of modules, but the steering wheel angle adjustment device provided in the embodiments of the present invention is not limited to the modules explicitly described, but may also include modules that need to be set for obtaining relevant information or processing based on information.

[0033] This invention provides a method and apparatus for adjusting the angle of a steering wheel, which can be applied to automobiles.

[0034] During steering wheel angle adjustment, the steering wheel deflects around the steering column. The root cause lies in the non-uniform kinematic speed characteristics of the universal joint used in the steering intermediate shaft. When the steering wheel adjustment angle is non-zero, the angle between the upper steering shaft and the steering intermediate shaft changes, altering the transmission phase relationship of the universal joint. This causes the actual spatial posture of the steering wheel center point to deviate from the theoretical plane of rotation—resulting in a "deflection angle." If this deflection angle exceeds 2°, users can clearly perceive the steering wheel being off-center, experiencing visual misalignment, or feeling abnormal in the hand grip, even when the vehicle is static or at low speeds, leading to quality complaints.

[0035] Current engineering practices primarily rely on 3D software such as CATIA (Computer Aided Three-dimensional Interactive Application) for condition-by-condition simulation. This requires repeated adjustments to layout parameters, reconstruction of assembly relationships, and solving for operational dynamics, with each simulation taking several hours, severely hindering the efficiency of forward design for steering systems. The lack of an analytical, parameterized, and fast-response method for quantifying and predicting deflection angles means that the steering upper axle fork angle—the initial installation phase angle between the two fork planes of the upper universal joint—cannot be accurately calibrated during the layout phase. This ultimately leads to extended vehicle testing cycles and increased rework costs.

[0036] The present invention provides a steering wheel angle adjustment method and device, which aims to solve the above-mentioned technical problems.

[0037] The technical solution of the present invention and how the technical solution of the present invention solves the above-mentioned technical problems are described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of the present invention will now be described with reference to the accompanying drawings.

[0038] Figure 1 This diagram illustrates a flowchart of a steering wheel angle adjustment method according to an embodiment of the present invention. The method is executed by a steering wheel angle adjustment device. The vehicle is equipped with a steering system, which includes a steering wheel, an upper steering shaft, an intermediate steering shaft, and a steering gear input shaft. The steering wheel is connected to the upper steering shaft, the upper steering shaft is connected to the intermediate steering shaft, and the intermediate steering shaft is connected to the steering gear input shaft. Figure 1 As shown, the method includes the following steps:

[0039] S101. Obtain the initial coordinates of the preset points in the steering system and the adjustment angle of the steering wheel; wherein, the preset points include at least a first point, a second point, a third point, and a fourth point, the first point represents the center point of the steering wheel, the second point represents the connection point between the upper steering shaft and the intermediate steering shaft, the third point represents the connection point between the intermediate steering shaft and the steering input shaft, the fourth point represents the preset position point on the steering input shaft, and the initial coordinates represent the coordinates before the steering wheel angle is adjusted.

[0040] For example, the vehicle is equipped with a steering system with a clear structural hierarchy and well-defined rigid connections, which meets the prerequisites for spatial geometric modeling. Figure 2 This is a schematic diagram of the steering system. The steering system includes a steering wheel 201, an upper steering shaft 202, an intermediate steering shaft 203, and a steering gear input shaft 204. The steering wheel 201 is connected to the upper steering shaft 202, the upper steering shaft 202 is connected to the intermediate steering shaft 203, and the intermediate steering shaft 203 is connected to the steering gear input shaft 204.

[0041] The steering wheel 201 and the upper steering shaft 202 are rigidly connected via a spline and bolt pair. The upper steering shaft 202 is a single hollow steel tube, with one end connected to the steering wheel 201 via an upper universal joint, and the other end connected to the upper end of the intermediate steering shaft 203 via a lower universal joint. The intermediate steering shaft 203 is a segmented structure, including an upper universal joint, an intermediate drive shaft tube, and a lower universal joint. The upper and lower universal joints share the same cross shaft, but there is a fixed phase difference β between the joint planes. β can be called the intermediate steering shaft phase angle, typically 0°, 90°, or 180°, as specified in the part drawing. The steering gear input shaft 204 is an input worm gear or pinion shaft inside the steering gear housing. Its upper end is connected to the lower end of the intermediate steering shaft 203 via a lower universal joint, and its lower end extends into the steering gear for meshing and transmission.

[0042] like Figure 2 As shown, four preset points are set in the steering system: point A, point B, point C, and point D. Point D is a preset position point on the steering input shaft. For example, it can be set at the axial mid-section or end face feature point of the exposed section of the steering input shaft 204, and can be selected as the shaft end center hole reference point or a laser-etched mark point to ensure the reproducibility of three-dimensional measurements. Point A is the geometric center point of the steering wheel, and its coordinates are determined by the intersection of the steering wheel hub center axis and the steering wheel plane normal. Point B is the center of the lower flange surface of the upper steering shaft or the center point of the upper universal joint cross shaft, corresponding to the theoretical intersection point of the assembly reference surface of the upper steering shaft and the intermediate steering shaft. Point C is the center of the lower flange surface of the intermediate steering shaft or the center point of the lower universal joint cross shaft, corresponding to the theoretical intersection point of the assembly reference surface of the intermediate steering shaft and the steering input shaft.

[0043] The initial coordinates of each preset point are obtained, all based on the vehicle coordinate system. In the vehicle coordinate system, the X-axis points forward, the Y-axis points to the driver's left, and the Z-axis points towards the roof. These initial coordinates represent the coordinates before steering wheel angle adjustment. During steering wheel angle adjustment, the positions of points A and B change, and the universal joint of the steering intermediate shaft will also deflect due to its mechanical characteristics. However, because the steering gear connects to the brake caliper and tires and bears a large load, the cross shaft of the steering gear input shaft will not deflect. Ultimately, all stress is released through the upper steering shaft and the steering wheel, resulting in the following final result: Figure 3 As shown. Figure 3 This is a diagram illustrating the angle of the steering wheel. When looking directly at the steering wheel, it deflects at an angle. Because steering wheels are generally not perfectly round and have spokes as a reference, it is visually easy to notice that the steering wheel is not aligned.

[0044] The initial coordinates of a preset point can be obtained through offline data retrieval or online sensor acquisition. The steering wheel adjustment angle θ is the angle adjusted manually by the driver; users can adjust different angles according to their actual needs. This can be output in real time via a steering angle sensor or precisely applied by a bench servo motor according to preset commands.

[0045] S102. Based on the initial coordinates of the first point, the initial coordinates of the second point, and the adjustment angle of the steering wheel, determine the target coordinates of the first point and the target coordinates of the second point; wherein, the target coordinates represent the coordinates after the steering wheel angle is adjusted.

[0046] For example, after obtaining the initial coordinates of each preset point and the adjustment angle of the steering wheel, the positions of the first point and the second point after the steering wheel is adjusted can be determined based on the initial coordinates of the first point, the initial coordinates of the second point, and the adjustment angle of the steering wheel, that is, the target coordinates of the first point and the target coordinates of the second point are obtained.

[0047] For example, the initial coordinates of the first point can be translated according to the steering wheel deflection angle to obtain the target coordinates of the first point; and the initial coordinates of the second point can be translated according to the steering wheel deflection angle to obtain the target coordinates of the second point.

[0048] Distance constraints between the first and second points can be preset, for example, ensuring that the distance between the first and second points remains constant before and after adjustment. Based on this constraint, more accurate target coordinates can be obtained. Specifically, a rigid body rotation transformation about a fixed spatial axis can be performed to determine the target coordinates. The rotation axis is the rotation center line of the upper steering shaft mechanism during angle adjustment, and the physical entity is the double-bearing support axis of the upper steering shaft passing through the firewall bracket of the vehicle body. This axis is fixed in the vehicle coordinate system and perpendicular to the line AB and the Z-axis. When determining the target coordinates of the first and second points, the coordinates of the rotation center point can be calculated first. The rotation center point is the foot of the perpendicular between the rotation axis and the line AB, and then the Rodriguez rotation formula can be applied to complete the coordinate mapping. Ensure that the rotation process strictly follows the right-hand screw rule, outputting the target coordinates of the first and second points while maintaining a constant rigid distance between them.

[0049] S103. Determine the steering wheel deflection angle based on the initial coordinates of each preset point, the target coordinates of the first point, and the target coordinates of the second point; wherein, the deflection angle is used to determine the steering upper axle fork angle when arranging the steering system.

[0050] For example, determining the steering wheel deflection angle is not done by directly measuring the change in the steering wheel plane normal, but rather indirectly by reconstructing the spatial orientation difference of the universal joint cross shaft. An initial fork angle α is preset, where α is the reference angle of the upper universal joint fork plane measured clockwise from point A to point B. First, based on the initial coordinates A, B, C, and D, and combined with the initial fork angle α, the initial steering upper axle universal joint fork cross shaft position vector is determined; then, the upper / lower fork vectors of the steering intermediate axle and the steering gear input axle side fork vector are derived sequentially. The steering gear input axle side fork vector is a fixed value and does not change with steering wheel adjustment.

[0051] After adjusting the steering wheel, using the target coordinates of points A and B and the fixed initial coordinates of points C and D, the adjusted lower steering shaft fork vector is calculated in reverse. Then, the upper steering shaft fork vector and the steering upper shaft universal joint fork cross axis position vector are derived step-by-step. Finally, the deflection angle γ can be defined as the difference between the initial steering upper shaft universal joint fork cross axis position vector and the adjusted steering upper shaft universal joint fork cross axis position vector, respectively, and the angle between these two vectors and the rotation axis. This difference corresponds to the compensation phase angle that should be set during the initial installation of the steering upper shaft fork, and can be used to guide the layout design of the steering system. The deflection angle can be positive or negative; the absolute value is the target value for optimizing the fork angle.

[0052] Figure 4 This diagram illustrates the relationship between the steering wheel deflection angle and the initial steering upper axle fork angle. It shows the steering wheel adjustment deflection angle under different initial steering upper axle fork angles, thus determining at which fork angle the deflection angle is imperceptible to the user. That is, based on... Figure 4 As a result, when designing the layout of the steering system, it is possible to quickly determine the most reasonable angle for the initial steering upper shaft fork, thereby solving the steering system layout design problem and avoiding excessive deflection angle when adjusting the steering wheel angle.

[0053] In this embodiment, using the initial coordinates of points A, B, C, and D as the geometric reference, the steering wheel adjustment action is abstracted as a spatial rigid body transformation around a fixed rotation axis. By analytically calculating the target coordinates of the first and second points, the universal joint chain vector is driven to update level by level, ultimately outputting the deflection angle. This approach abandons the traditional dynamic simulation paradigm that relies on finite element mesh generation and time step iteration. Only the layout parameters and adjustment angle need to be input to complete the single-condition deflection angle calculation in milliseconds. It can support parameter sensitivity analysis during the steering system layout design phase, quickly identifying the optimal fork installation angle range. This significantly reduces reliance on large simulation platforms such as CATIA, compressing the verification cycle of a single layout scheme from several hours to seconds, improving forward design efficiency. The deflection angle results can be directly imported into the steering system tolerance analysis module to guide the setting of the fork angle manufacturing tolerance zone, reducing the number of real-vehicle matching and debugging rounds, lowering development costs, avoiding steering wheel deflection defects at the R&D stage, and improving users' subjective evaluation of vehicle handling quality.

[0054] This invention provides a method for adjusting the angle of a steering wheel. The vehicle's steering system includes a steering wheel, an upper steering shaft, an intermediate steering shaft, and a steering input shaft. By obtaining the coordinates of preset points such as the center point of the steering wheel, the connection point of the upper and lower shafts, and key points of the steering input shaft, and combining them with the steering wheel adjustment angle, the actual deflection angle of the adjusted steering wheel can be directly derived. No simulation is required. The steering wheel adjustment deflection amount under any arrangement can be quickly and accurately predicted through spatial geometric analytical calculation, which greatly improves the design efficiency and accuracy of the steering system, reduces the actual vehicle debugging cost, and improves the user's satisfaction with the "centering feeling" of the steering wheel.

[0055] Figure 5 This is a flowchart illustrating a method for adjusting the angle of a steering wheel according to an embodiment of the present invention. This embodiment is an optional embodiment based on the above embodiment.

[0056] In this embodiment, determining the target coordinates of the first point and the second point based on the initial coordinates of the first point, the initial coordinates of the second point, and the adjustment angle of the steering wheel includes: determining the coordinate information of the rotation center point based on the initial coordinates of the first point and the initial coordinates of the second point; wherein, the rotation center point represents the intersection of the rotation axis and the upper steering axis, and the rotation axis is the rotation center line of the upper steering axis when the angle is adjusted; and determining the target coordinates of the first point and the second point based on the initial coordinates of the first point, the initial coordinates of the second point, the coordinate information of the rotation center point, and the adjustment angle of the steering wheel.

[0057] like Figure 5 As shown, the method includes the following steps:

[0058] S501. Obtain the initial coordinates of a preset point in the steering system and the adjustment angle of the steering wheel; wherein, the preset point includes at least a first point, a second point, a third point, and a fourth point, the first point represents the center point of the steering wheel, the second point represents the connection point between the upper steering shaft and the intermediate steering shaft, the third point represents the connection point between the intermediate steering shaft and the steering input shaft, the fourth point represents the preset position point on the steering input shaft, and the initial coordinates represent the coordinates before the steering wheel angle is adjusted.

[0059] S502. Determine the coordinate information of the rotation center point based on the initial coordinates of the first point and the initial coordinates of the second point; wherein, the rotation center point represents the intersection of the rotation axis and the upper steering axis, and the rotation axis is the rotation center line of the upper steering axis when the angle is adjusted.

[0060] For example, the rotation center line of the upper steering shaft used to achieve angle adjustment is the rotation axis. Figure 6 This is a schematic diagram of the rotation axis. The center of rotation is O, and the rotation axis is OO'. The rotation axis is fixed to the vehicle body and is perpendicular to the straight line formed by points AB and the Z-axis of the vehicle coordinate system.

[0061] The first point is the center point A of the steering wheel, and the second point is the connection point B between the upper steering axis and the middle steering axis. Both have definite initial coordinates in three-dimensional space, which are (x, y, y) and (x, y, y) respectively. A y A , z A ) and (x B y B , z B The rotation center point O is the geometric reference point around which the upper steering shaft actually rotates during angle adjustment. Its physical location is the intersection of the rotation axis and the axis of the upper steering shaft body. This point is not the theoretical midpoint of the axis, but rather the actual kinematic center determined by the upper steering shaft fork structure, universal joint installation constraints, and the vehicle body fixed support relationship. For example, based on the initial coordinates of points A and B, the length between A and B can be determined. A pre-defined correlation between the coordinate information of the rotation center point O and the length between A and B can be established. Based on this correlation, the corresponding coordinates of point O can be found, thus obtaining the coordinate information of the rotation center point. This coordinate information is in the vehicle coordinate system.

[0062] In this embodiment, determining the coordinate information of the rotation center point based on the initial coordinates of the first point and the initial coordinates of the second point includes: determining the distance information between the first point and the second point based on the initial coordinates of the first point and the second point; determining the coordinate information of the rotation center point based on the distance information, the initial coordinates of the second point, and a preset distance; wherein, the preset distance represents the distance from the rotation axis to the second point.

[0063] Specifically, the first point is the center point of the steering wheel, denoted as point A, and the second point is the connection point between the upper steering axis and the middle steering axis, denoted as point B. Both have definite initial coordinate values ​​in a three-dimensional rectangular coordinate system, namely A(x) = B(x). A y A , z A ) and B(x B y B , z B Based on the initial coordinates of the first point and the second point, the distance between the first point and the second point can be determined, and this distance information is denoted as... .

[0064] The preset distance is the perpendicular distance from the rotation axis to the second point B, denoted as . The physical meaning of OB is the shortest spatial distance between the rotation axis and point B. This value is determined by the mechanical structure of the steering upper shaft adjustment mechanism and is a design input parameter, not a real-time measurement value. That is, the length of OB is the distance from the rotation axis OO' to the coordinate point B, which can be directly measured in the three-dimensional data.

[0065] The center of rotation O lies on line AB or its extension, and satisfies the following conditions: Given the preset values, determine the ratio of the length of OB to the length of AB, and the proportionality coefficient. The coordinates of point O are calculated using the following formula:

[0066] ;

[0067] The derivation yields:

[0068] ;

[0069] That is, the coordinates of point O are:

[0070] ;

[0071] Point O is the position obtained by scaling the line segment AB backward by a factor of k, starting from point B and moving in the opposite direction of BA. Essentially, it represents the position of the line segment AB. and The method uses geometric proportions for internal positioning. It eliminates the need for additional sensors or optical tracking equipment, relying solely on structural design parameters and initial coordinates to complete modeling, significantly lowering the barrier to engineering implementation.

[0072] The beneficial effect of this setting is that the initial coordinates of the first and second points reflect the topological connection between the steering wheel and the steering center axis, the distance information represents the scale benchmark of the rigid connection between the two, and the preset distance solidifies the kinematic constraints of the adjustment mechanism. The synergistic effect of the three makes the coordinates of the rotation center point O analytically solvable, ensuring the engineering credibility and layout guidance value of the subsequent steering wheel deflection angle calculation results.

[0073] S503. Based on the initial coordinates of the first point, the initial coordinates of the second point, the coordinate information of the rotation center point, and the adjustment angle of the steering wheel, determine the target coordinates of the first point and the target coordinates of the second point.

[0074] For example, the steering wheel adjustment angle θ is a user-defined value, which can be manually set via the human-machine interface, automatically issued by the advanced driver assistance system, or preset parameters for calibration conditions. The target coordinates A1 of the first point and B1 of the second point are both new positions in three-dimensional space, and their determination can be based on the principle of rigid body rotation about a fixed axis. Alternatively, a neural network model can be pre-built and trained, inputting the initial coordinates of the first point, the initial coordinates of the second point, the coordinates of the rotation center point, and the steering wheel adjustment angle into the model, which then outputs the target coordinates of the first and second points. For example, the preset model can be a large language model; this embodiment does not specifically limit the model architecture.

[0075] The coordinates of the rotation center point and the steering wheel adjustment angle together form the dual input basis for target coordinate calculation. The coordinates of the rotation center point establish the geometric reference for spatial rotation, including position and direction, while the steering wheel adjustment angle provides the kinematic driving variables. Their synergistic effect ensures that the target coordinates of the first and second points are no longer the result of arbitrary translation or scaling, but strictly adhere to the actual motion constraints of the steering axle. This avoids large deviations in subsequent deflection angle calculations and distorted layout guidance due to inaccurate coordinate transformations, providing a reliable spatial coordinate basis for accurate calculation of the steering wheel deflection angle, and improving the physical consistency and engineering feasibility of the steering system layout design.

[0076] In this embodiment, determining the target coordinates of the first point and the second point based on the initial coordinates of the first point, the initial coordinates of the second point, the coordinate information of the rotation center point, and the adjustment angle of the steering wheel includes: determining the axial vector of the rotation axis based on the initial coordinates of the first point and the initial coordinates of the second point; determining the target coordinates of the first point based on the initial coordinates of the first point, the coordinate information of the rotation center point, the axial vector of the rotation axis, and the adjustment angle of the steering wheel; and determining the target coordinates of the second point based on the initial coordinates of the second point, the coordinate information of the rotation center point, the axial vector of the rotation axis, and the adjustment angle of the steering wheel.

[0077] Specifically, based on the initial coordinates of the first point A and the initial coordinates of the second point B, the straight line vector between point B and point A can be obtained. The axial vector of the rotation axis Characterizes the spatial orientation of the rotation axis. According to and the Z-axis vector in the vehicle coordinate system The rotation axis vector can be obtained. The calculation formula can be:

[0078] ;

[0079] in, The unit vector along the Z-axis can be represented as (0, 0, 1). This cross product operation ensures that the resulting vector is orthogonal to both the BA and Z-axis, satisfying the geometric constraints of the rotation axis in the physical layout of the steering system.

[0080] Determine the target coordinates of the first point and the second point respectively. Based on the initial coordinates of the first point, the coordinates of the rotation center point, the axial vector of the rotation axis, and the steering wheel adjustment angle, determine the target coordinates of the first point. The initial coordinates of the first point are: The coordinates of the center of rotation are denoted as The axial vector of the rotation axis is denoted as Let θ be the adjustment angle of the steering wheel. Substitute the initial coordinates of the first point, the coordinates of the rotation center point, the axial vector of the rotation axis, and the adjustment angle of the steering wheel into the preset formula to obtain the target coordinates of the first point.

[0081] Based on the initial coordinates of the second point, the coordinates of the rotation center point, the axial vector of the rotation axis, and the adjustment angle of the steering wheel, determine the target coordinates of the second point. The initial coordinates of the second point are: Substitute the initial coordinates of the second point, the coordinates of the rotation center point, the axial vector of the rotation axis, and the adjustment angle of the steering wheel into the same preset formula to obtain the target coordinates of the second point.

[0082] The advantage of this setup is that it enables high-precision analysis of the spatial coordinates of key movement points during steering wheel adjustment. Given the center of rotation, it allows for the rapid calculation of the target coordinates of key points, providing a reliable data foundation for quantitative analysis and closed-loop optimization during the steering system layout phase.

[0083] In this embodiment, the target coordinates of the first point are determined based on the initial coordinates of the first point, the coordinate information of the rotation center point, the axial vector of the rotation axis, and the adjustment angle of the steering wheel. This includes: normalizing the axial vector of the rotation axis to obtain a normalized vector; and determining the target coordinates of the first point based on the initial coordinates of the first point, the coordinate information of the rotation center point, the normalized vector, and the adjustment angle of the steering wheel.

[0084] Specifically, to achieve precise rotational transformation, the axial vector of the rotation axis is... Normalization is performed to obtain the normalized vector. Normalization refers to dividing the axial vector by its Euclidean magnitude to transform it into a unit vector, mathematically expressed as:

[0085] ;

[0086] This operation eliminates the length deviation of the original vector caused by modeling accuracy, coordinate system scaling, or data acquisition errors, retaining only pure direction information. This is a prerequisite for the correct application of the Rodriguez rotation transformation formula.

[0087] When determining the target coordinates of the first point, a new coordinate system is constructed with O as the origin. The first point A is then translated into this new coordinate system with O as the origin; that is, the coordinates of A in the new coordinate system are determined and denoted as A'. Then, substituting into the Rodriguez formula, a rotation transformation is performed:

[0088] ;

[0089] Where A'' is the coordinate of the point after rotating by an angle θ around the axis of rotation, calculated using the Rodriguez formula. Finally, the rotated vector A'' is translated back to the original vehicle coordinate system to obtain the target coordinates A1 of the first point. .

[0090] Similarly, we can find the coordinates B1 of point B after rotating it by θ around the rotation axis OO'. That is, we first perform a coordinate system transformation. , Let B be the coordinates after translation to a coordinate system with O as the origin. Then, use Rodriguez's formula to find the coordinates after rotating about the axis of rotation by an angle θ around OO'. ,calculate Then... Translate the coordinates to the original coordinate system to obtain the coordinates B1 after rotating point B by θ. B1 is the target coordinate of the second point.

[0091] In this embodiment, if unnormalized data is used directly... Participate in calculation, and The item will be incorrectly scaled, causing the target coordinates to deviate from the theoretical arc trajectory, which in turn leads to inaccurate subsequent calculations and ultimately amplifies the calculation error of the steering wheel deflection angle.

[0092] The beneficial effects of this setting are that it achieves high-fidelity determination of the spatial position of the steering wheel center point during angle adjustment, the normalization process eliminates the influence of uncertainty in the length of the rotation axis vector, and the Rodriguez formula strictly satisfies the orthogonal transformation property under the unit axis vector condition, ensuring that the calculation results of the target coordinates of the first and second points have numerical stability and geometric consistency, thus improving the prediction accuracy in the layout design stage.

[0093] S504. Determine the steering wheel deflection angle based on the initial coordinates of each preset point, the target coordinates of the first point, and the target coordinates of the second point; wherein, the deflection angle is used to determine the steering upper axle fork angle when arranging the steering system.

[0094] This invention provides a method for adjusting the angle of a steering wheel. The vehicle's steering system includes a steering wheel, an upper steering shaft, an intermediate steering shaft, and a steering input shaft. By obtaining the coordinates of preset points such as the center point of the steering wheel, the connection point of the upper and lower shafts, and key points of the steering input shaft, and combining them with the steering wheel adjustment angle, the actual deflection angle of the adjusted steering wheel can be directly derived. No simulation is required. The steering wheel adjustment deflection amount under any arrangement can be quickly and accurately predicted through spatial geometric analytical calculation, which greatly improves the design efficiency and accuracy of the steering system, reduces the actual vehicle debugging cost, and improves the user's satisfaction with the "centering feeling" of the steering wheel.

[0095] Figure 7 This is a flowchart illustrating a method for adjusting the angle of a steering wheel according to an embodiment of the present invention. This embodiment is an optional embodiment based on the above embodiment.

[0096] In this embodiment, the steering wheel deflection angle is determined based on the initial coordinates of each preset point, the target coordinates of the first point, and the target coordinates of the second point. This includes: determining the axial vector of the rotation axis based on the initial coordinates of the first and second points; determining the first initial vector based on the axial vector of the rotation axis, the initial coordinates of the first and second points, and the first preset angle; wherein the first initial vector represents the position vector of the universal joint cross axis of the steering shaft before the steering wheel angle is adjusted; and determining the steering wheel deflection angle based on the first initial vector, the initial coordinates of the second, third, and fourth points, the target coordinates of the first and second points.

[0097] like Figure 7 As shown, the method includes the following steps:

[0098] S701. Obtain the initial coordinates of a preset point in the steering system and the adjustment angle of the steering wheel; wherein the preset point includes at least a first point, a second point, a third point, and a fourth point, the first point represents the center point of the steering wheel, the second point represents the connection point between the upper steering shaft and the intermediate steering shaft, the third point represents the connection point between the intermediate steering shaft and the steering input shaft, the fourth point represents the preset position point on the steering input shaft, and the initial coordinates represent the coordinates before the steering wheel angle is adjusted.

[0099] S702. Based on the initial coordinates of the first point, the initial coordinates of the second point, and the adjustment angle of the steering wheel, determine the target coordinates of the first point and the target coordinates of the second point; wherein, the target coordinates represent the coordinates after the steering wheel angle is adjusted.

[0100] S703. Determine the axial vector of the rotation axis based on the initial coordinates of the first point and the initial coordinates of the second point.

[0101] For example, the vector is determined based on the initial coordinates of A and the initial coordinates of B. .according to and the Z-axis vector in the vehicle coordinate system The axial vector of the rotation axis can be obtained. The calculation formula can be:

[0102] ;

[0103] in, It is a unit vector (0, 0, 1).

[0104] S704. Determine the first initial vector based on the axial vector of the rotation axis, the initial coordinates of the first point, the initial coordinates of the second point, and the first preset angle; wherein, the first initial vector represents the position vector of the universal joint fork cross axis of the steering upper shaft before the steering wheel angle is adjusted.

[0105] For example, the first preset angle is the initial fork angle α, which is the initial phase angle of the upper fork of the steering upper shaft universal joint relative to the rotation axis. Physically, it means the angle value of a certain main shaft (such as the horizontal shaft) of the fork cross shaft rotating clockwise around the rotation axis when viewed from the first point A along the line of sight to the second point B. The first preset angle can be determined and fixed during the overall vehicle layout design stage.

[0106] First initial vector The spatial orientation of the upper steering universal joint fork cross shaft before steering wheel adjustment, and the initial position of the upper steering universal joint fork. can be Vector around The vector is obtained by rotating it by α. Normalization , when calculating vectors, it is not necessary to translate the coordinate system. Because Perpendicular to Therefore, the Rodriguez formula is as follows:

[0107] ;

[0108] When the universal joint adopts a non-standard cross shaft structure (such as ball cage type or three-pin type), the first initial vector can be defined as the normal vector of the output plane of the joint fork or the main drive direction vector. It is still generated through the same rotation logic. Only the selection method of the basis vector needs to be adjusted, which does not affect the universality of the method.

[0109] S705. Determine the steering wheel deflection angle based on the first initial vector, the initial coordinates of the second point, the initial coordinates of the third point, the initial coordinates of the fourth point, the target coordinates of the first point, and the target coordinates of the second point.

[0110] For example, the third point is the connection point between the steering intermediate shaft and the steering input shaft, denoted as C, corresponding to the center of the universal joint fork at the lower end of the intermediate shaft. The fourth point is a preset position point on the steering input shaft, denoted as D, which can be selected as the center of the flange at the lower end of the steering input shaft or the sensor mounting reference point, used to define the spatial reference of the universal joint on the steering side.

[0111] After adjusting the steering wheel, the position vector of the universal joint fork on the steering shaft, i.e., the first initial vector, will change. Based on the first initial vector, the initial coordinates of the second, third, and fourth points, the target coordinates of the first and second points, the changed first initial vector can be determined. This changed first initial vector is then defined as the first target vector. The first initial vector is then calculated and... The angle between vectors, and the calculation of the first target vector and The angle between the vectors is used as the steering wheel deflection angle.

[0112] This embodiment realizes a fast solution for deflection angle based on analytical geometry modeling. It uses the vector relationship between coordinate points to replace the physical simulation iteration, avoiding the time-consuming contact force and kinematics solution process of platforms such as CATIA, and improving the efficiency of determining the deflection angle.

[0113] In this embodiment, determining the steering wheel deflection angle based on the first initial vector, the initial coordinates of the second point, the initial coordinates of the third point, the initial coordinates of the fourth point, the target coordinates of the first point, and the target coordinates of the second point includes: determining a second initial vector based on the first initial vector, the initial coordinates of the second point, and the initial coordinates of the third point; wherein the second initial vector represents the position vector of the upper fork cross axis of the steering intermediate shaft universal joint before the steering wheel angle is adjusted; determining a third initial vector based on the second initial vector, the initial coordinates of the second point, the initial coordinates of the third point, and a second preset angle; wherein the third initial vector represents the position vector of the lower fork cross axis of the steering intermediate shaft universal joint before the steering wheel angle is adjusted; determining a fourth initial vector based on the third initial vector, the initial coordinates of the third point, and the initial coordinates of the fourth point; wherein the fourth initial vector represents the position vector of the fork cross axis of the steering input shaft universal joint before the steering wheel angle is adjusted; and determining the steering wheel deflection angle based on the fourth initial vector, the initial coordinates of the second point, the initial coordinates of the third point, the target coordinates of the first point, the target coordinates of the second point, the first initial vector, and the axial vector of the rotation axis.

[0114] Specifically, the initial steering upper axle universal joint joint cross axis position vector is defined as follows: That is, the first initial vector; the initial cross axis vector of the upper joint of the steering intermediate shaft universal joint is... That is, the second initial vector; the cross axis vector of the lower joint of the steering intermediate shaft universal joint is... That is, the third initial vector; the initial steering gear input shaft-side universal joint fork cross axis vector is That is, the fourth initial vector. The phase angle of the steering intermediate axis is... and The included angle β, i.e. the second preset angle, is a fixed value during the design and manufacturing of the part.

[0115] Figure 8 This is a schematic diagram of the position vectors in the steering system. When the steering wheel is adjusted, the coordinates of point A, point B, and the AB line vector are... or BC line vector or Steering upper universal joint joint cross axis position vector Steering intermediate shaft universal joint upper joint cross axis vector Steering intermediate shaft universal joint lower joint cross axis vector Changes will occur during angle adjustment; the changed coordinates and vectors correspond to the coordinates... ,coordinate AB line vector or BC line vector or Steering upper universal joint joint cross axis position vector Steering intermediate shaft universal joint upper joint cross axis vector Steering intermediate shaft universal joint lower joint cross axis vector . That is, the first target vector. That is, the second target vector. This is the third target vector.

[0116] First, determine the second initial vector based on the first initial vector. The second initial vector is a spatial vector representing the direction of the cross axis of the universal joint on the upper steering shaft (i.e., the universal joint closest to the upper steering shaft). The second initial vector can be determined using the following formula:

[0117] ;

[0118] Then, based on the second initial vector, a third initial vector is determined. The third initial vector is a spatial vector representing the direction of the cross axis of the lower joint fork of the steering intermediate shaft (i.e., the universal joint near the steering input shaft). It is obtained by rotating the second initial vector around the BC axis by a second preset angle β, and its mathematical expression is:

[0119] ;

[0120] This operation strictly follows the Rodriguez rotation formula, ensuring that the magnitude of the vector remains unchanged before and after the rotation and is always perpendicular to the BC axis.

[0121] Then, based on the third initial vector, a fourth initial vector is determined. The fourth initial vector is a spatial vector characterizing the direction of the cross axis of the universal joint on the steering input shaft side (i.e., the connection between the steering input shaft and the lower fork of the steering intermediate shaft). It is determined by the third initial vector and the vector... The cross product is obtained, and the calculation formula is as follows:

[0122] ;

[0123] The fourth initial vector remains constant during steering wheel angle adjustment because it corresponds to the fixed component of the steering gear input shaft and does not change with the rotation of the steering shaft.

[0124] The fourth initial vector, the initial coordinates of the second and third points, the target coordinates of the first and second points, the first initial vector, and the axial vector of the rotation axis together constitute the full-state input set for solving the deflection angle. The fourth initial vector provides the rigid constraint reference on the steering gear side. The initial coordinates of the second and third points are maintained... The geometric invariance of vectors. The target coordinates of the first and second points reflect the spatial displacements of A1 and B1 after steering wheel adjustment, driving subsequent vector chain updates. The first initial vector and the rotation axis axial vector form a reference frame before adjustment. This combined input ensures that the deflection angle calculation covers the complete power transmission path from steering wheel input to steering gear output, improving the accuracy of deflection angle determination.

[0125] The beneficial effect of this setting is that, during the steering wheel angle adjustment process, based on the phase relationship of the upper and lower universal joints of the steering intermediate shaft and the fixed constraint of the steering input shaft, a full-link joint fork cross axis vector system from the upper steering shaft to the steering input shaft is constructed step by step, which accurately reflects the cascaded changes in spatial attitude caused by steering wheel adjustment and improves the forward design efficiency of the steering system.

[0126] In this embodiment, the steering wheel deflection angle is determined based on the fourth initial vector, the initial coordinates of the second point, the initial coordinates of the third point, the target coordinates of the first point, the target coordinates of the second point, the first initial vector, and the axial vector of the rotation axis. This includes: determining a third target vector based on the fourth initial vector, the initial coordinates of the third point, and the target coordinates of the second point; wherein the third target vector represents the position vector of the lower joint cross axis of the steering intermediate shaft universal joint after the steering wheel angle is adjusted; determining a second target vector based on the third target vector, the initial coordinates of the second point, the initial coordinates of the third point, and a second preset angle; wherein the second target vector represents the position vector of the upper joint cross axis of the steering intermediate shaft universal joint after the steering wheel angle is adjusted; determining a first target vector based on the second target vector, the target coordinates of the first point, and the target coordinates of the second point; wherein the first target vector represents the position vector of the upper joint cross axis of the steering upper shaft universal joint after the steering wheel angle is adjusted; and determining the steering wheel deflection angle based on the first target vector, the first initial vector, and the axial vector of the rotation axis.

[0127] Specifically, because the steering input shaft does not rotate when the steering gear has a tire load adjustment angle, therefore it is defined as follows: To maintain a fixed position, all stress is released through the upper shaft when adjusting the angle. Therefore, both the intermediate shaft and the cross shaft of the upper shaft will move, i.e.: , , , Vectors will change, so we need to determine them first. The third target vector is the cross axis vector of the lower joint fork of the steering intermediate shaft after adjustment. It can be derived from the fourth initial vector. The third target vector can be characterized as:

[0128] ;

[0129] Then, the second target vector is derived from the third target vector. The second target vector is the cross axis vector of the upper joint fork of the steering intermediate shaft after adjustment. It is obtained by rotating the third target vector by a second preset angle. This rotation follows the analytical form of the Rodriguez formula expansion:

[0130] ;

[0131] Then, the first target vector is derived from the second target vector. The first target vector is the position vector of the universal joint fork cross shaft of the upper steering shaft after adjustment. The calculation formula is:

[0132] .

[0133] After obtaining the first target vector, calculate the first initial vector and... The angle between vectors, and the calculation of the first target vector and The angle between the vectors is used as the steering wheel deflection angle.

[0134] In this embodiment, the fourth initial vector serves as a global static reference benchmark, driving the generation of the third target vector; the third target vector and the second preset angle together determine the spatial orientation of the second target vector; the second target vector, together with the target coordinates of the first point and the second point, jointly constrain the solution of the first target vector; the first target vector, the first initial vector, and the rotation axis vector form a triangular relationship for angle calculation, and finally output the deflection angle.

[0135] The advantage of this setup is that, using the fourth initial vector as a fixed point reference, the spatial direction vectors of each joint fork of the gimbal are reconstructed and adjusted step by step in reverse, avoiding vector distortion caused by accumulated errors in the forward iteration and improving the efficiency of determining the deflection angle.

[0136] In this embodiment, determining the steering wheel deflection angle based on the first target vector, the first initial vector, and the axial vector of the rotation axis includes: determining a first angle based on the first target vector and the axial vector of the rotation axis; wherein the first angle represents the angle between the first target vector and the axial vector of the rotation axis; determining a second angle based on the first initial vector and the axial vector of the rotation axis; wherein the second angle represents the angle between the first initial vector and the axial vector of the rotation axis; and determining the steering wheel deflection angle based on the first angle and the second angle.

[0137] Specifically, the first target vector This represents the position vector of the steering wheel universal joint cross axis after the steering wheel angle is adjusted. First initial vector. This represents the position vector of the steering upper universal joint cross axis before the steering wheel angle is adjusted. The axial vector of the rotation axis. It represents the direction of the rotation centerline when the angle of the steering upper shaft is adjusted.

[0138] The first angle is determined based on the first target vector and the axial vector of the rotation axis. First angle Let be the angle between the first target vector and the axial vector of the rotation axis. This angle can be represented by calculating its cosine value. The cosine value of the first angle can be expressed as:

[0139] .

[0140] The second angle is determined based on the first initial vector and the axial vector of the rotation axis. Second angle Let be the angle between the first initial vector and the axial vector of the rotation axis. This angle can be represented by calculating its cosine value. The cosine value of the second angle can be expressed as:

[0141] .

[0142] The steering wheel deflection angle is determined by the difference between a first angle and a second angle. It directly represents the net change in the spatial orientation of the steering wheel fork caused by the phase coupling of the universal joint during the adjustment process. Its sign reflects the direction of deflection. For example, a positive value is clockwise and a negative value is counterclockwise. The absolute value is the magnitude of the "steering wheel not straight" perceived by the user.

[0143] The advantage of this setup is that, without relying on high-cost simulation software, the steering wheel adjustment-induced deflection angle can be obtained solely based on measurable / configurable parameters such as the three-dimensional coordinates of key points in the steering system, the universal joint phase angle β, the initial joint fork angle α, and the steering wheel adjustment angle θ. This improves the efficiency and accuracy of determining the deflection angle and effectively avoids user complaints caused by excessive steering wheel deflection during mass production.

[0144] This invention provides a method for adjusting the angle of a steering wheel. The vehicle's steering system includes a steering wheel, an upper steering shaft, an intermediate steering shaft, and a steering input shaft. By obtaining the coordinates of preset points such as the center point of the steering wheel, the connection point of the upper and lower shafts, and key points of the steering input shaft, and combining them with the steering wheel adjustment angle, the actual deflection angle of the adjusted steering wheel can be directly derived. No simulation is required. The steering wheel adjustment deflection amount under any arrangement can be quickly and accurately predicted through spatial geometric analytical calculation, which greatly improves the design efficiency and accuracy of the steering system, reduces the actual vehicle debugging cost, and improves the user's satisfaction with the "centering feeling" of the steering wheel.

[0145] Figure 9This diagram illustrates a structural schematic of a steering wheel angle adjustment device according to an embodiment of the present invention. The vehicle is equipped with a steering system, which includes a steering wheel, an upper steering shaft, an intermediate steering shaft, and a steering gear input shaft. The steering wheel is connected to the upper steering shaft, the upper steering shaft is connected to the intermediate steering shaft, and the intermediate steering shaft is connected to the steering gear input shaft. Figure 9 As shown, the device 900 includes: a data acquisition unit 910, a coordinate determination unit 920, and an angle determination unit 930.

[0146] The data acquisition unit 910 is used to acquire the initial coordinates of a preset point in the steering system and the adjustment angle of the steering wheel; wherein the preset point includes at least a first point, a second point, a third point, and a fourth point, the first point represents the center point of the steering wheel, the second point represents the connection point between the upper steering shaft and the intermediate steering shaft, the third point represents the connection point between the intermediate steering shaft and the steering input shaft, the fourth point represents the preset position point on the steering input shaft, and the initial coordinates represent the coordinates before the steering wheel angle is adjusted;

[0147] The coordinate determination unit 920 is used to determine the target coordinates of the first point and the second point based on the initial coordinates of the first point, the initial coordinates of the second point, and the adjustment angle of the steering wheel; wherein, the target coordinates represent the coordinates after the steering wheel angle is adjusted.

[0148] Angle determination unit 930 is used to determine the steering wheel deflection angle based on the initial coordinates of each preset point, the target coordinates of the first point, and the target coordinates of the second point; wherein, the deflection angle is used to determine the steering upper axle fork angle when arranging the steering system.

[0149] In one alternative embodiment, the coordinate determining unit 920 includes:

[0150] The center determination module is used to determine the coordinate information of the rotation center point based on the initial coordinates of the first point and the initial coordinates of the second point; wherein, the rotation center point represents the intersection of the rotation axis and the upper steering axis, and the rotation axis is the rotation center line of the upper steering axis when the angle is adjusted;

[0151] The coordinate determination module is used to determine the target coordinates of the first point and the second point based on the initial coordinates of the first point, the initial coordinates of the second point, the coordinate information of the rotation center point, and the adjustment angle of the steering wheel.

[0152] In one alternative approach, the central determining module is specifically used for:

[0153] Based on the initial coordinates of the first point and the initial coordinates of the second point, determine the distance information between the first point and the second point;

[0154] Based on the distance information, the initial coordinates of the second point, and the preset distance, the coordinate information of the rotation center point is determined; whereby the preset distance represents the distance from the rotation axis to the second point.

[0155] In one alternative approach, the coordinate determination module is specifically used for:

[0156] Determine the axial vector of the rotation axis based on the initial coordinates of the first and second points;

[0157] Based on the initial coordinates of the first point, the coordinates of the rotation center point, the axial vector of the rotation axis, and the adjustment angle of the steering wheel, determine the target coordinates of the first point. Similarly, based on the initial coordinates of the second point, the coordinates of the rotation center point, the axial vector of the rotation axis, and the adjustment angle of the steering wheel, determine the target coordinates of the second point.

[0158] In one alternative approach, the coordinate determination module is specifically used for:

[0159] The axial vector of the rotation axis is normalized to obtain the normalized vector;

[0160] Based on the initial coordinates of the first point, the coordinates of the rotation center point, the normalized vector, and the adjustment angle of the steering wheel, determine the target coordinates of the first point.

[0161] In one alternative embodiment, the angle determining unit 930 includes:

[0162] The vector determination module is used to determine the axial vector of the rotation axis based on the initial coordinates of the first point and the initial coordinates of the second point; wherein the rotation axis is the rotation center line when the angle is adjusted in the upper steering axis;

[0163] The initial determination module is used to determine the first initial vector based on the axial vector of the rotation axis, the initial coordinates of the first point, the initial coordinates of the second point, and the first preset angle; wherein, the first initial vector represents the position vector of the universal joint fork cross axis of the steering shaft before the steering wheel angle is adjusted;

[0164] The angle determination module is used to determine the steering wheel deflection angle based on the first initial vector, the initial coordinates of the second point, the initial coordinates of the third point, the initial coordinates of the fourth point, the target coordinates of the first point, and the target coordinates of the second point.

[0165] In one alternative approach, the angle determination module is specifically used for:

[0166] Based on the first initial vector, the initial coordinates of the second point, and the initial coordinates of the third point, the second initial vector is determined; wherein, the second initial vector represents the position vector of the cross axis of the upper fork of the steering intermediate shaft universal joint before the steering wheel angle is adjusted;

[0167] Based on the second initial vector, the initial coordinates of the second point, the initial coordinates of the third point, and the second preset angle, the third initial vector is determined; wherein, the third initial vector represents the position vector of the cross axis of the lower joint of the steering intermediate shaft universal joint before the steering wheel angle is adjusted;

[0168] Based on the third initial vector, the initial coordinates of the third point, and the initial coordinates of the fourth point, the fourth initial vector is determined; whereby the fourth initial vector represents the position vector of the universal joint fork cross shaft on the steering gear input shaft side before the steering wheel angle is adjusted.

[0169] The steering wheel deflection angle is determined based on the fourth initial vector, the initial coordinates of the second point, the initial coordinates of the third point, the target coordinates of the first point, the target coordinates of the second point, the first initial vector, and the axial vector of the rotation axis.

[0170] In one alternative approach, the angle determination module is specifically used for:

[0171] Based on the fourth initial vector, the initial coordinates of the third point, and the target coordinates of the second point, the third target vector is determined; whereby the third target vector represents the position vector of the cross axis of the lower joint of the steering intermediate shaft after the steering wheel angle is adjusted.

[0172] Based on the third target vector, the initial coordinates of the second point, the initial coordinates of the third point, and the second preset angle, the second target vector is determined; wherein, the second target vector represents the position vector of the cross axis of the upper joint of the steering intermediate shaft after the steering wheel angle is adjusted;

[0173] Based on the second target vector, the target coordinates of the first point, and the target coordinates of the second point, the first target vector is determined; wherein, the first target vector represents the position vector of the steering upper universal joint fork cross axis after the steering wheel angle is adjusted;

[0174] The steering wheel deflection angle is determined based on the first target vector, the first initial vector, and the axial vector of the rotation axis.

[0175] In one alternative approach, the angle determination module is specifically used for:

[0176] A first angle is determined based on the first target vector and the axial vector of the rotation axis; wherein the first angle represents the angle between the first target vector and the axial vector of the rotation axis.

[0177] A second angle is determined based on the first initial vector and the axial vector of the rotation axis; wherein the second angle represents the angle between the first initial vector and the axial vector of the rotation axis.

[0178] The steering wheel deflection angle is determined based on the first angle and the second angle.

[0179] This invention provides a steering wheel angle adjustment device. The vehicle's steering system includes a steering wheel, upper steering shaft, intermediate steering shaft, and steering input shaft. By acquiring the coordinates of preset points such as the steering wheel center point, the connection point of the upper and lower shafts, and key points of the steering input shaft, and combining this with the steering wheel adjustment angle, the actual deflection angle of the adjusted steering wheel can be directly derived. No simulation is required; the steering wheel adjustment deflection under any arrangement can be quickly and accurately predicted through spatial geometric analytical calculations. This significantly improves the design efficiency and accuracy of the steering system, reduces the cost of actual vehicle debugging, and enhances user satisfaction with the steering wheel's "centering feel."

[0180] Figure 10 The diagram shows a structural schematic of an electronic device provided by an embodiment of the present invention. The electronic device may be a vehicle. The specific implementation of the electronic device is not limited by the specific embodiments of the present invention.

[0181] like Figure 10 As shown, the electronic device may include: a processor 1002, a communications interface 1004, a memory 1006, and a communications bus 1008.

[0182] The processor 1002, communication interface 1004, and memory 1006 communicate with each other via communication bus 1008. Communication interface 1004 is used to communicate with other network elements such as clients or other servers. The processor 1002 executes program 1010, specifically performing the relevant steps in the above-described steering wheel angle adjustment method embodiment.

[0183] Specifically, program 1010 may include program code, which includes computer-executable instructions.

[0184] The processor 1002 may be a central processing unit (CPU), an application-specific integrated circuit (ASIC), or one or more integrated circuits configured to implement embodiments of the present invention. The electronic device includes one or more processors, which may be processors of the same type, such as one or more CPUs; or they may be processors of different types, such as one or more CPUs and one or more ASICs.

[0185] Memory 1006 is used to store program 1010. Memory 1006 may include high-speed RAM memory, and may also include non-volatile memory, such as at least one disk storage device.

[0186] Specifically, program 1010 can be called by processor 1002 to cause the electronic device to perform the following operations:

[0187] The system obtains the initial coordinates of preset points in the steering system and the adjustment angle of the steering wheel; wherein the preset points include at least a first point, a second point, a third point, and a fourth point, the first point represents the center point of the steering wheel, the second point represents the connection point between the upper steering shaft and the middle steering shaft, the third point represents the connection point between the middle steering shaft and the steering input shaft, the fourth point represents the preset position point on the steering input shaft, and the initial coordinates represent the coordinates before the steering wheel angle is adjusted;

[0188] Based on the initial coordinates of the first point, the initial coordinates of the second point, and the steering wheel adjustment angle, determine the target coordinates of the first point and the target coordinates of the second point; where the target coordinates represent the coordinates after the steering wheel angle is adjusted.

[0189] Based on the initial coordinates of each preset point, the target coordinates of the first point, and the target coordinates of the second point, the steering wheel deflection angle is determined; the deflection angle is used to determine the steering upper axle fork angle when arranging the steering system.

[0190] This invention provides a computer-readable storage medium storing at least one executable instruction that, when executed on an electronic device, causes the electronic device to perform the steering wheel angle adjustment method described in any of the above method embodiments.

[0191] Executable instructions can be used to cause an electronic device to perform the following operations:

[0192] The system obtains the initial coordinates of preset points in the steering system and the adjustment angle of the steering wheel; wherein the preset points include at least a first point, a second point, a third point, and a fourth point, the first point represents the center point of the steering wheel, the second point represents the connection point between the upper steering shaft and the middle steering shaft, the third point represents the connection point between the middle steering shaft and the steering input shaft, the fourth point represents the preset position point on the steering input shaft, and the initial coordinates represent the coordinates before the steering wheel angle is adjusted;

[0193] Based on the initial coordinates of the first point, the initial coordinates of the second point, and the steering wheel adjustment angle, determine the target coordinates of the first point and the target coordinates of the second point; where the target coordinates represent the coordinates after the steering wheel angle is adjusted.

[0194] Based on the initial coordinates of each preset point, the target coordinates of the first point, and the target coordinates of the second point, the steering wheel deflection angle is determined; the deflection angle is used to determine the steering upper axle fork angle when arranging the steering system.

[0195] The algorithms or displays provided herein are not inherently related to any particular computer, virtual system, or other device. Furthermore, the embodiments of this invention are not directed to any particular programming language.

[0196] It should be noted that the aforementioned computer-readable storage media can be ROM, Programmable Read-Only Memory (PROM), Erasable Programmable Read-Only Memory (EPROM), Electrically Erasable Programmable Read-Only Memory (EEPROM), Ferromagnetic Random Access Memory (FRAM), Flash Memory, Magnetic Surface Memory, Optical Disc, or Compact Disc Read-Only Memory (CD-ROM), etc.; or it can be various electronic devices including one or any combination of the above-mentioned memories, such as mobile phones, computers, tablet devices, personal digital assistants, etc.

[0197] Numerous specific details are set forth in the specification provided herein. However, it will be understood that embodiments of the invention may be practiced without these specific details. Similarly, for the sake of brevity and to aid in understanding one or more aspects of the invention, in the description of exemplary embodiments of the invention above, various features of the embodiments are sometimes grouped together in a single embodiment, figure, or description thereof. The claims, which follow the detailed description, are hereby expressly incorporated into that detailed description, wherein each claim itself is a separate embodiment of the invention.

[0198] Those skilled in the art will understand that the modules in the device of the embodiment can be adaptively changed and placed in one or more devices different from that embodiment. Modules, units, or components in the embodiment can be combined into a single module, unit, or component, and further, they can be divided into multiple sub-modules, sub-units, or sub-components, except that at least some of such features and / or processes or units are mutually exclusive.

[0199] It should be noted that the above embodiments are illustrative of the invention and not restrictive, and that those skilled in the art can devise alternative embodiments without departing from the scope of the appended claims. In the claims, any reference signs placed between parentheses should not be construed as limiting the claims. The word "comprising" does not exclude the presence of elements or steps not listed in the claims. The word "a" or "an" preceding an element does not exclude the presence of a plurality of such elements. The invention can be implemented by means of hardware comprising several different elements and by means of a suitably programmed computer. In the unit claims enumerating several means, several of these means may be embodied by the same item of hardware. The use of the words first, second, and third, etc., does not indicate any order. These words can be interpreted as names. The steps in the above embodiments, unless otherwise specified, should not be construed as limiting the order of execution.

Claims

1. A method for adjusting the angle of a steering wheel, characterized in that, The vehicle is equipped with a steering system, which includes a steering wheel, an upper steering shaft, an intermediate steering shaft, and a steering input shaft. The steering wheel is connected to the upper steering shaft, the upper steering shaft is connected to the intermediate steering shaft, and the intermediate steering shaft is connected to the steering input shaft. The method includes: The system obtains the initial coordinates of a preset point in the steering system and the adjustment angle of the steering wheel; wherein the preset point includes at least a first point, a second point, a third point, and a fourth point, the first point represents the center point of the steering wheel, the second point represents the connection point between the upper steering shaft and the middle steering shaft, the third point represents the connection point between the middle steering shaft and the steering input shaft, the fourth point represents a preset position point on the steering input shaft, and the initial coordinates represent the coordinates before the steering wheel angle is adjusted; Based on the initial coordinates of the first point, the initial coordinates of the second point, and the adjustment angle of the steering wheel, the target coordinates of the first point and the target coordinates of the second point are determined; wherein, the target coordinates represent the coordinates after the steering wheel angle is adjusted; The steering wheel deflection angle is determined based on the initial coordinates of each preset point, the target coordinates of the first point, and the target coordinates of the second point; wherein the deflection angle is used to determine the steering upper axle fork angle when arranging the steering system.

2. The method according to claim 1, characterized in that, Based on the initial coordinates of the first point, the initial coordinates of the second point, and the adjustment angle of the steering wheel, the target coordinates of the first point and the target coordinates of the second point are determined, including: Based on the initial coordinates of the first point and the initial coordinates of the second point, the coordinate information of the rotation center point is determined; wherein, the rotation center point represents the intersection of the rotation axis and the upper steering axis, and the rotation axis is the rotation center line of the upper steering axis when the angle is adjusted; Based on the initial coordinates of the first point, the initial coordinates of the second point, the coordinate information of the rotation center point, and the adjustment angle of the steering wheel, the target coordinates of the first point and the target coordinates of the second point are determined.

3. The method according to claim 2, characterized in that, Based on the initial coordinates of the first point and the initial coordinates of the second point, determine the coordinate information of the rotation center point, including: Based on the initial coordinates of the first point and the initial coordinates of the second point, determine the distance information between the first point and the second point; Based on the distance information, the initial coordinates of the second point, and the preset distance, the coordinate information of the rotation center point is determined; wherein, the preset distance represents the distance from the rotation axis to the second point.

4. The method according to claim 2, characterized in that, Based on the initial coordinates of the first point, the initial coordinates of the second point, the coordinate information of the rotation center point, and the adjustment angle of the steering wheel, the target coordinates of the first point and the target coordinates of the second point are determined, including: Based on the initial coordinates of the first point and the initial coordinates of the second point, determine the axial vector of the rotation axis; The target coordinates of the first point are determined based on the initial coordinates of the first point, the coordinate information of the rotation center point, the axial vector of the rotation axis, and the adjustment angle of the steering wheel. Similarly, the target coordinates of the second point are determined based on the initial coordinates of the second point, the coordinate information of the rotation center point, the axial vector of the rotation axis, and the adjustment angle of the steering wheel.

5. The method according to claim 4, characterized in that, Based on the initial coordinates of the first point, the coordinate information of the rotation center point, the axial vector of the rotation axis, and the adjustment angle of the steering wheel, the target coordinates of the first point are determined, including: The axial vector of the rotation axis is normalized to obtain the normalized vector; The target coordinates of the first point are determined based on the initial coordinates of the first point, the coordinate information of the rotation center point, the normalized vector, and the adjustment angle of the steering wheel.

6. The method according to claim 1, characterized in that, Based on the initial coordinates of each preset point, the target coordinates of the first point, and the target coordinates of the second point, the steering wheel deflection angle is determined, including: Based on the initial coordinates of the first point and the initial coordinates of the second point, the axial vector of the rotation axis is determined; wherein, the rotation axis is the rotation center line when the angle is adjusted in the steering upper axis; Based on the axial vector of the rotation axis, the initial coordinates of the first point, the initial coordinates of the second point, and the first preset angle, a first initial vector is determined; wherein, the first initial vector represents the position vector of the universal joint fork cross axis of the steering upper shaft before the steering wheel angle is adjusted; The steering wheel deflection angle is determined based on the first initial vector, the initial coordinates of the second point, the initial coordinates of the third point, the initial coordinates of the fourth point, the target coordinates of the first point, and the target coordinates of the second point.

7. The method according to claim 6, characterized in that, Based on the first initial vector, the initial coordinates of the second point, the initial coordinates of the third point, the initial coordinates of the fourth point, the target coordinates of the first point, and the target coordinates of the second point, the steering wheel deflection angle is determined, including: Based on the first initial vector, the initial coordinates of the second point, and the initial coordinates of the third point, a second initial vector is determined; wherein, the second initial vector represents the position vector of the cross axis of the upper fork of the steering intermediate shaft universal joint before the steering wheel angle is adjusted; Based on the second initial vector, the initial coordinates of the second point, the initial coordinates of the third point, and the second preset angle, a third initial vector is determined; wherein, the third initial vector represents the position vector of the cross shaft of the lower joint of the steering intermediate shaft before the steering wheel angle is adjusted; Based on the third initial vector, the initial coordinates of the third point, and the initial coordinates of the fourth point, a fourth initial vector is determined; wherein, the fourth initial vector represents the position vector of the universal joint fork cross shaft on the steering gear input shaft side before the steering wheel angle is adjusted; The steering wheel deflection angle is determined based on the fourth initial vector, the initial coordinates of the second point, the initial coordinates of the third point, the target coordinates of the first point, the target coordinates of the second point, the first initial vector, and the axial vector of the rotation axis.

8. The method according to claim 7, characterized in that, The steering wheel deflection angle is determined based on the fourth initial vector, the initial coordinates of the second point, the initial coordinates of the third point, the target coordinates of the first point, the target coordinates of the second point, the first initial vector, and the axial vector of the rotation axis, including: Based on the fourth initial vector, the initial coordinates of the third point, and the target coordinates of the second point, a third target vector is determined; wherein, the third target vector represents the position vector of the cross shaft of the lower joint of the steering intermediate shaft after the steering wheel angle is adjusted; The second target vector is determined based on the third target vector, the initial coordinates of the second point, the initial coordinates of the third point, and the second preset angle; wherein, the second target vector represents the position vector of the cross shaft of the upper joint of the steering intermediate shaft after the steering wheel angle is adjusted; Based on the second target vector, the target coordinates of the first point, and the target coordinates of the second point, a first target vector is determined; wherein, the first target vector represents the position vector of the steering upper universal joint fork cross axis after the steering wheel angle is adjusted; The steering wheel deflection angle is determined based on the first target vector, the first initial vector, and the axial vector of the rotation axis.

9. The method according to claim 8, characterized in that, The steering wheel deflection angle is determined based on the first target vector, the first initial vector, and the axial vector of the rotation axis, including: A first angle is determined based on the first target vector and the axial vector of the rotation axis; wherein the first angle represents the angle between the first target vector and the axial vector of the rotation axis. A second angle is determined based on the first initial vector and the axial vector of the rotation axis; wherein the second angle represents the angle between the first initial vector and the axial vector of the rotation axis. The steering wheel deflection angle is determined based on the first angle and the second angle.

10. A steering wheel angle adjustment device, characterized in that, The vehicle is equipped with a steering system, which includes a steering wheel, an upper steering shaft, an intermediate steering shaft, and a steering gear input shaft. The steering wheel is connected to the upper steering shaft, the upper steering shaft is connected to the intermediate steering shaft, and the intermediate steering shaft is connected to the steering gear input shaft. The device includes: The data acquisition unit is used to acquire the initial coordinates of a preset point in the steering system and the adjustment angle of the steering wheel; wherein the preset point includes at least a first point, a second point, a third point, and a fourth point, the first point represents the center point of the steering wheel, the second point represents the connection point between the upper steering shaft and the middle steering shaft, the third point represents the connection point between the middle steering shaft and the steering input shaft, the fourth point represents a preset position point on the steering input shaft, and the initial coordinates represent the coordinates before the steering wheel angle is adjusted; The coordinate determination unit is used to determine the target coordinates of the first point and the target coordinates of the second point based on the initial coordinates of the first point, the initial coordinates of the second point, and the adjustment angle of the steering wheel; wherein the target coordinates represent the coordinates after the steering wheel angle is adjusted; An angle determination unit is used to determine the deflection angle of the steering wheel based on the initial coordinates of each preset point, the target coordinates of the first point, and the target coordinates of the second point; wherein the deflection angle is used to determine the steering upper axle fork angle when arranging the steering system.

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