Handle steering adaptive control method and system based on vehicle speed sensing, and medium

Abstract

The application belongs to the technical field of steering control, and particularly relates to a handle steering adaptive control method and system based on vehicle speed sensing and a medium. The handle steering adaptive control method comprises the following steps: a controller acquires the current vehicle speed of a motor grader in real time to calculate a steering angle threshold and a steering speed under the current vehicle speed; after the controller acquires the stroke signal of the handle under the current vehicle speed, the controller calculates the theoretical steering angle corresponding to the stroke signal; steering is performed according to the theoretical steering angle and the steering speed; or steering is performed according to the limit steering angle corresponding to the steering angle threshold and the steering speed. The application strictly limits the steering range when driving at high speed, improves the handle operation safety, provides fast steering at low speed, provides smooth steering at high speed, reduces the steering difficulty under high sensitivity of the handle, and realizes the optimal matching of the stroke signal of the handle and the steering angle output under different vehicle speeds, effectively offsets the defects of short stroke and no mechanical feedback of the handle.

Description

Technical Field

[0001] This invention belongs to the field of steering control technology, specifically relating to steering control methods, and more particularly to a steering adaptive control method, system, and medium based on vehicle speed sensing. Background Technology

[0002] As a core piece of equipment in engineering scenarios such as road construction, land leveling, and mining operations, the steering system of a grader directly affects operational safety, work efficiency, and construction accuracy. Electric steering, with its advantages of rapid response, compact structure, and easy integration, is a core configuration of graders.

[0003] However, traditional electric control levers are limited by their own mechanical characteristics, resulting in short strokes and difficulty in precise control. The levers are designed with short strokes, and small movements can trigger large steering outputs. Their sensitivity is much higher than that of a steering wheel, which increases the difficulty of operation.

[0004] Meanwhile, traditional electric control handles lack mechanical feedback, resulting in inconsistent handling feel. They rely on visual observation of the device's direction, which can easily lead to over- or under-operation.

[0005] Therefore, there is an urgent need to develop a new adaptive control method, system, and medium for steering levers based on vehicle speed sensing to solve the technical problem of the difficulty in controlling the small stroke of an electronically controlled lever.

[0006] It should be noted that the information disclosed in this background section is only for understanding the background technology of this application concept, and therefore, the above description is not considered to constitute prior art information. Summary of the Invention

[0007] This disclosure provides at least one method, system, and medium for adaptive control of steering levers based on vehicle speed sensing.

[0008] In a first aspect, embodiments of this disclosure provide a handbrake adaptive control method based on vehicle speed sensing, comprising: a controller acquiring the current speed of a grader in real time to calculate a steering angle threshold and a steering speed at the current speed; when the controller acquires a travel signal of the handbrake at the current speed, the controller calculates the theoretical steering angle corresponding to the travel signal; when the theoretical steering angle is at the steering angle threshold, the controller controls the grader to steer according to the theoretical steering angle and steering speed; or, when the theoretical steering angle exceeds the steering angle threshold, the controller controls the grader to steer according to the limit steering angle and steering speed corresponding to the steering angle threshold.

[0009] In one optional implementation, the method for the controller to obtain the current speed of the grader in real time and calculate the steering angle threshold at the current speed includes: the controller setting different preset speed thresholds and corresponding steering angle thresholds; the controller comparing the current speed with each preset speed threshold to obtain the preset speed threshold at which the current speed is located and the corresponding steering angle threshold.

[0010] In one optional implementation, the method by which the controller compares the current vehicle speed with various preset vehicle speed thresholds to obtain the preset vehicle speed threshold at which the current vehicle speed is located and the corresponding steering angle threshold includes: when the current vehicle speed is at a first preset vehicle speed threshold, the steering angle threshold at the current vehicle speed is (- α° to α° When the current vehicle speed is at the second set speed threshold, the steering angle threshold at the current vehicle speed is (- β° to β° When the current vehicle speed is at the third set speed threshold, the steering angle threshold at the current vehicle speed is (- θ° to θ° ).

[0011] In one optional implementation, the method for the controller to obtain the current speed of the grader in real time to calculate the steering angle threshold at the current speed further includes: when the current speed changes from one set speed threshold to another set speed threshold, the steering angle threshold corresponding to the previous set speed threshold linearly transitions to the steering angle threshold corresponding to the next set speed threshold, and the transition time is [missing information]. T .

[0012] In one optional implementation, the method for the controller to obtain the current speed of the grader in real time and calculate the steering speed at the current speed includes: the controller setting different preset speed thresholds and corresponding steering speeds; the controller comparing the current speed with each preset speed threshold to obtain the preset speed threshold at which the current speed is located and the corresponding steering speed.

[0013] In one optional implementation, the method by which the controller compares the current vehicle speed with various preset vehicle speed thresholds to obtain the preset vehicle speed threshold at which the current vehicle speed is located and the corresponding steering speed includes: the controller setting a base steering speed; when the current vehicle speed is at a first preset vehicle speed threshold, the steering speed at the current vehicle speed = K *Base steering speed; When the current vehicle speed is at the second set speed threshold, the steering speed at the current speed = {1 - 0.0333 * (current vehicle speed - minimum speed of the second set speed threshold)} *Base steering speed; When the current vehicle speed is at the third set speed threshold, the steering speed at the current speed = 0.5 * K *Basic steering speed.

[0014] In one optional implementation, when the controller obtains the travel signal of the handle at the current vehicle speed, the method for the controller to calculate the theoretical steering angle corresponding to the travel signal includes: the controller constructing a mapping model of the theoretical steering angle corresponding to the travel signal of the handle; the controller substituting the travel signal of the handle at the current vehicle speed into the mapping model to calculate the theoretical steering angle corresponding to the travel signal.

[0015] In one alternative implementation, the mapping model of the handle stroke signal to the theoretical steering angle includes: Y =1000+( X / 100) Progression *1000, X Greater than 1; Y =1000-(- X / 100 ) Progression *1000, X Not greater than 1; when the current vehicle speed is at the first set vehicle speed threshold, Progression Take the first coefficient value; when the current vehicle speed is at the second set vehicle speed threshold, Progression Take the second coefficient value; when the current vehicle speed is at the third set vehicle speed threshold, Progression Take the third coefficient value; where, X This is the travel signal of the handle. Y This is the control signal output by the controller to the steering actuator, and this control signal corresponds to the theoretical steering angle.

[0016] Secondly, embodiments of this disclosure also provide a handle steering adaptive control system, which includes: a controller, a vehicle speed sensor, a handle, and a steering actuator; the controller is configured to acquire the current vehicle speed of the grader in real time through the vehicle speed sensor, so as to calculate the steering angle threshold and steering speed at the current vehicle speed; when the controller acquires the handle travel signal at the current vehicle speed, the controller calculates the theoretical steering angle corresponding to the travel signal; when the theoretical steering angle is at the steering angle threshold, the controller drives the steering actuator to steer according to the theoretical steering angle and steering speed; or, when the theoretical steering angle exceeds the steering angle threshold, the controller drives the steering actuator to steer according to the limit steering angle and steering speed corresponding to the steering angle threshold.

[0017] Thirdly, embodiments of this disclosure also provide a grader for the handle steering adaptive control system as described above.

[0018] Fourthly, embodiments of this disclosure also provide a non-transitory readable storage medium storing a program / instruction that, when executed by a processor, implements the steps of the aforementioned adaptive control method for handle steering.

[0019] Fifthly, embodiments of this disclosure also provide a computer program product, including a computer program / instructions that, when executed by a processor, implement the steps of the aforementioned adaptive control method for handle steering.

[0020] The beneficial effects of this invention are that it addresses the problem of misoperation caused by the short travel of the handle by strictly limiting the steering amplitude at high speeds through different steering angle thresholds and steering speeds corresponding to different vehicle speeds. This effectively avoids steering wobble, tilting, or loss of control, improving the safety of handle operation. At the same time, it provides rapid steering at low speeds to meet the flexibility requirements of precise operations, and provides smooth steering at high speeds to reduce the difficulty of operation under high handle sensitivity. Furthermore, it achieves optimal matching between the handle's travel signal and steering angle output at different vehicle speeds, effectively offsetting the defects of short handle travel and lack of mechanical feedback. That is, the curve is sensitive at low speeds, and a small travel can achieve large steering, while the curve is gentle at high speeds, and a large travel corresponds to small steering, reducing the difficulty of operation.

[0021] Other features and advantages of the invention will be set forth in the following description, and will be apparent in part from the description, or may be learned by practicing the invention. The objects and other advantages of the invention are realized and obtained through the structures particularly pointed out in the description and the drawings.

[0022] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, preferred embodiments are described below in detail with reference to the accompanying drawings. Attached Figure Description

[0023] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0024] Figure 1 A flowchart illustrating a handle steering adaptive control method provided in this disclosure embodiment; Figure 2 This is a schematic block diagram of a handle steering adaptive control system provided in an embodiment of the present disclosure. Detailed Implementation

[0025] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0026] The terminology used herein is for the purpose of describing specific exemplary configurations only and is not intended to be limiting. As used herein, the singular articles “a,” “an,” and “the” may also be intended to include plural forms unless otherwise clearly stated herein. The terms “comprising,” “including,” and “having” are inclusive and thus specify the presence of features, steps, operations, elements, and / or components, but do not preclude the presence or addition of one or more other features, steps, operations, elements, components, and / or combinations thereof. The method steps, processes, and operations described herein should not be construed as requiring them to be performed in the specific order discussed or shown, unless specifically identified as such. Additional or alternative steps may be employed.

[0027] As used herein, the phrases “in one embodiment,” “according to one embodiment,” “in some embodiments,” etc., generally refer to the fact that a particular feature, structure, or characteristic following the phrase can be included in at least one embodiment of this disclosure. Therefore, a particular feature, structure, or characteristic can be included in more than one embodiment of this disclosure, such that these phrases do not necessarily refer to the same embodiment. As used herein, the terms “example,” “exemplary,” etc., are used to “serve as an example, instance, or illustration.” Any implementation, aspect, or design described herein as “example” or “exemplary” is not necessarily to be construed as preferred or superior to other implementations, aspects, or designs. Rather, the use of the terms “example,” “exemplary,” etc., is intended to present concepts in a specific manner.

[0028] Research has found that graders, as core equipment in engineering scenarios such as road construction, land leveling, and mining operations, have steering systems whose handling performance directly affects operational safety, work efficiency, and construction accuracy. Electric steering, with its advantages of rapid response, compact structure, and ease of integration, is a core configuration for graders. However, traditional electric steering levers are limited by their own structural characteristics, resulting in short travel and difficulty in precise control. The lever's short-travel design allows for large steering outputs with small movements, making it far more sensitive than a steering wheel, thus increasing the difficulty of operation.

[0029] Based on the above research, this disclosure provides a vehicle speed-sensing adaptive control method, system, and medium for handle steering. It strictly limits the steering amplitude at high speeds to improve the safety of handle operation, while providing fast steering at low speeds and smooth steering at high speeds. This reduces the difficulty of operation under high handle sensitivity and achieves optimal matching between the handle's stroke signal and steering angle output at different vehicle speeds, effectively offsetting the defects of short handle stroke and lack of mechanical feedback.

[0030] The shortcomings of the above solutions are the result of the inventor's practical experience and careful research. Therefore, the discovery process of the above problems and the solutions proposed in this disclosure below should be considered as the inventor's contribution to this disclosure.

[0031] It should be noted that similar labels and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0032] The following detailed description of some embodiments of the present invention is provided in conjunction with the accompanying drawings. Unless otherwise specified, the following embodiments and features can be combined with each other.

[0033] like Figure 1 to Figure 2 As shown, at least one embodiment provides a speed-sensing-based adaptive control method for handle steering, which includes: a controller acquiring the current speed of the grader in real time to calculate a steering angle threshold and a steering speed at the current speed; when the controller acquires the handle travel signal at the current speed, the controller calculates the theoretical steering angle corresponding to the travel signal; when the theoretical steering angle is at the steering angle threshold, the controller controls the grader to steer according to the theoretical steering angle and steering speed; or, when the theoretical steering angle exceeds the steering angle threshold, the controller controls the grader to steer according to the limit steering angle and steering speed corresponding to the steering angle threshold.

[0034] Specifically, a priority determination algorithm is used to handle the conflict between handle operation and steering angle limitation: the controller calculates the theoretical steering angle corresponding to the original travel signal of the handle in real time. If the theoretical steering angle exceeds the safety threshold of the current vehicle speed range, the amplitude limiting mechanism is triggered, and the control command is output according to the limit steering angle corresponding to the steering angle threshold. If it does not exceed the limit steering angle corresponding to the steering angle threshold, the theoretical steering angle is output to ensure a balance between operational flexibility and safety.

[0035] In at least one embodiment, by using different steering angle thresholds and steering speeds corresponding to different vehicle speeds, the steering amplitude is strictly limited at high speeds, overcoming the problem of easy misoperation due to the short travel characteristic of the handle. This effectively avoids steering wobble, tilting, or loss of control, improving the safety of handle operation. At the same time, it provides rapid steering at low speeds to meet the flexibility requirements of precise operations, and provides smooth steering at high speeds to reduce the difficulty of operation under the high sensitivity of the handle. Furthermore, it achieves the optimal matching of the handle's travel signal and steering angle output at different vehicle speeds, effectively offsetting the defects of the handle's short travel and lack of mechanical feedback. That is, the curve is sensitive at low speeds, and a small travel can achieve large steering, while the curve is gentle at high speeds, and a large travel corresponds to small steering, reducing the difficulty of operation.

[0036] In at least one embodiment, the method for the controller to obtain the current speed of the grader in real time and calculate the steering angle threshold at the current speed includes: the controller setting different preset speed thresholds and corresponding steering angle thresholds; the controller comparing the current speed with each preset speed threshold to obtain the preset speed threshold at which the current speed is located and the corresponding steering angle threshold.

[0037] In at least one embodiment, the method by which the controller compares the current vehicle speed with various preset vehicle speed thresholds to obtain the preset vehicle speed threshold at which the current vehicle speed is located and the corresponding steering angle threshold includes: when the current vehicle speed is at a first preset vehicle speed threshold, the steering angle threshold at the current vehicle speed is (- α° to α° When the current vehicle speed is at the second set speed threshold, the steering angle threshold at the current vehicle speed is (- β° to β° When the current vehicle speed is at the third set speed threshold, the steering angle threshold at the current vehicle speed is (- θ° to θ° ).

[0038] Specifically i Less than β Less than α And the value range is from 0 to 45.

[0039] Specifically, the current vehicle speed is V The first set vehicle speed threshold is (0, a ) km / h; the second set vehicle speed threshold is ( a , b ) km / h; the third set vehicle speed threshold is ( b , +∞ ) km / h.

[0040] Specifically, the first set vehicle speed threshold corresponds to a steering angle threshold of (- α° to α°( ), corresponding to the mechanical steering limit angle of the grader, to meet the large-angle steering requirements during fine operations, such as slope scraping and slope trimming.

[0041] Specifically, the second set vehicle speed threshold corresponds to a steering angle threshold of (- β° to β° It balances steering agility and driving stability, making it suitable for general work scenarios or short-distance travel.

[0042] Specifically, the third set vehicle speed threshold corresponds to a steering angle threshold of (- θ° to θ° Strictly limit the steering range to avoid steering wobbling or tilting at high speeds and ensure safe relocation operations.

[0043] Specifically, the system collects speed data of the grader under all working conditions. Based on the correlation between speed distribution density and work scenario, it generates three speed ranges: a first set speed threshold, a second set speed threshold, and a third set speed threshold. The speed range thresholds can be adjusted via the controller's online calibration tool. The system can dynamically optimize the range boundaries according to the speed characteristics of different work scenarios (such as urban road construction and mining operations), thereby improving the universality of the control strategy. Based on the speed-steering angle coupling model, the system dynamically limits the maximum steering angle at different speeds, fundamentally avoiding the risk of loss of control during high-speed steering. A steering angle safety threshold database is established, and the maximum steering angle thresholds corresponding to different speed ranges are calibrated through actual vehicle bench tests. The threshold setting follows the principle of "the higher the speed, the stricter the restriction."

[0044] In at least one embodiment, the method for the controller to obtain the current speed of the grader in real time to calculate the steering angle threshold at the current speed further includes: when the current speed changes from one set speed threshold to another set speed threshold, the steering angle threshold corresponding to the previous set speed threshold linearly transitions to the steering angle threshold corresponding to the next set speed threshold, and the transition time is [missing information]. T .

[0045] Specifically, the steering angle limit employs a smooth transition algorithm. When the vehicle speed changes across intervals (e.g., from a second set vehicle speed threshold to a third set vehicle speed threshold), the maximum steering angle linearly transitions from the current threshold to the target interval threshold. T Set the time to 1ms to avoid vehicle body vibration caused by sudden angle changes.

[0046] In at least one embodiment, the method for the controller to obtain the current speed of the grader in real time and calculate the steering speed at the current speed includes: the controller setting different preset speed thresholds and corresponding steering speeds; the controller comparing the current speed with each preset speed threshold to obtain the preset speed threshold at which the current speed is located and the corresponding steering speed.

[0047] In at least one embodiment, the method by which the controller compares the current vehicle speed with various preset vehicle speed thresholds to obtain the preset vehicle speed threshold at which the current vehicle speed is located and the corresponding steering speed includes: the controller setting a base steering speed; when the current vehicle speed is at a first preset speed threshold, the steering speed at the current vehicle speed = K *Base steering speed; When the current vehicle speed is at the second set speed threshold, the steering speed at the current speed = {1 - 0.0333 * (current vehicle speed - minimum speed of the second set speed threshold)} *Base steering speed; When the current vehicle speed is at the third set speed threshold, the steering speed at the current speed = 0.5 * K *Basic steering speed.

[0048] Specifically, K can be 1.

[0049] The above parameter settings can be adjusted according to the actual situation; this case is only used as an example.

[0050] Specifically, when the current vehicle speed is at the second preset speed threshold, the vehicle speed decreases from... a km / h to b km / h, total change ( b - a )km / h, K The change is 0.5* K That is, the corresponding slope is {1-0.0333*(current vehicle speed-minimum vehicle speed of the second set vehicle speed threshold)}.

[0051] Specifically, a dynamic response compensation algorithm is adopted: based on the mechanical characteristics of the steering actuator (such as the response delay of the electro-hydraulic proportional valve), the steering speed command is fed forward to compensate, eliminating the speed lag caused by the inertia of the actuator and ensuring the consistency between the steering speed and the command value.

[0052] Specifically, steering speed adjustment is achieved through dynamic control of the PWM signal duty cycle: the controller adjusts the duty cycle of the PWM signal output to the steering actuator according to the calculated target steering speed to ensure smooth adjustment of the steering speed.

[0053] In at least one embodiment, when the controller obtains the travel signal of the handle at the current vehicle speed, the method for the controller to calculate the theoretical steering angle corresponding to the travel signal includes: the controller constructing a mapping model of the theoretical steering angle corresponding to the travel signal of the handle; the controller substituting the travel signal of the handle at the current vehicle speed into the mapping model to calculate the theoretical steering angle corresponding to the travel signal.

[0054] In at least one embodiment, the mapping model between the handle's travel signal and the theoretical steering angle includes: Y =1000+( X / 100) Progression*1000, X Greater than 1; Y =1000-(- X / 100 ) Progression *1000, X Not greater than 1; when the current vehicle speed is at the first set vehicle speed threshold, Progression Take the first coefficient value; when the current vehicle speed is at the second set vehicle speed threshold, Progression Take the second coefficient value; when the current vehicle speed is at the third set vehicle speed threshold, Progression Take the third coefficient value; where, X This is the travel signal of the handle. Y This is the control signal output by the controller to the steering actuator, and this control signal corresponds to the theoretical steering angle.

[0055] Specifically, for Progression The curve exponent parameter is the core adjustment factor, and its value determines the degree of nonlinearity of the control curve.

[0056] Specifically, the first coefficient value is less than the second coefficient value, which is less than the third coefficient value, and the value range is 1 to 2.

[0057] Specifically, establish Progression Parameters are matched with vehicle speed and adaptively adjusted according to different speed ranges. Progression Parameter values: Progression When the first coefficient value is taken, the curve is close to linear. The small stroke of the handle corresponds to a larger steering output, which improves the steering sensitivity during fine work and facilitates micron-level fine adjustment. Progression When the second coefficient value is selected, the nonlinearity of the curve is moderate, balancing steering sensitivity and stability, and reducing the difficulty of operation. Progression When the third coefficient value is taken, the curve is significantly non-linear. The small stroke of the handle corresponds to a smaller steering output, which increases the operating margin and avoids oversteering caused by hand tremors or misoperation.

[0058] Specifically, by analyzing the handle operation speed and stroke change rate, the operator's steering intentions (such as fine adjustments or rapid steering) are identified, and dynamic corrections are made. Progression Parameters were adjusted to further optimize the handling feel.

[0059] Based on the same technological concept, such as Figure 1 to Figure 2As shown, at least one embodiment also provides a handle steering adaptive control system, which includes: a controller, a vehicle speed sensor, a handle, and a steering actuator; the controller obtains the current vehicle speed of the grader in real time through the vehicle speed sensor to calculate the steering angle threshold and steering speed at the current vehicle speed; when the controller obtains the handle travel signal at the current vehicle speed, the controller calculates the theoretical steering angle corresponding to the travel signal; when the theoretical steering angle is at the steering angle threshold, the controller drives the steering actuator to steer according to the theoretical steering angle and steering speed; or, when the theoretical steering angle exceeds the steering angle threshold, the controller drives the steering actuator to steer according to the limit steering angle and steering speed corresponding to the steering angle threshold.

[0060] Specifically, the controller uses a 32-bit high-performance microprocessor with powerful computing capabilities and supports floating-point operations.

[0061] Specifically, the vehicle speed sensor is installed at the output end of the grader's drive axle to collect wheel rotation speed signals and convert them into vehicle speed through the number of gear teeth.

[0062] Specifically, the handle is a non-contact Hall effect electronic control handle with X-axis (steering control) travel detection function and travel range.

[0063] Specifically, the core component of the steering actuator is an electro-hydraulic proportional steering valve or an electric power steering device. Depending on the tonnage of the grader, it receives the PWM control signal output by the controller, adjusts the valve core opening through a proportional electromagnet, controls the flow of steering hydraulic oil, and achieves precise control of steering angle and speed.

[0064] Specifically, the controller uses the steering cylinder sensor to provide real-time feedback of the steering angle signal, forming a closed-loop control.

[0065] Based on the same technical concept, at least one embodiment also provides a grader for a handle steering adaptive control system as described above.

[0066] Based on the same technical concept, at least one embodiment also provides a non-transitory readable storage medium on which a program / instruction is stored, which, when executed by a processor, implements the steps of the above-described handle steering adaptive control method.

[0067] Based on the same technical concept, at least one embodiment also provides a computer program product, including a computer program / instructions that, when executed by a processor, implement the steps of the above-described adaptive control method for handle steering.

[0068] In summary, this invention addresses the issue of short-stroke handles leading to misoperation by using different steering angle thresholds and steering speeds corresponding to different vehicle speeds. At high speeds, it strictly limits the steering amplitude, effectively preventing steering wobbling, tilting, or loss of control, thus improving handle operation safety. Simultaneously, it provides rapid steering at low speeds to meet the flexibility requirements of precise operations, and smooth steering at high speeds, reducing the difficulty of operation under high handle sensitivity. Furthermore, it achieves optimal matching between the handle's stroke signal and steering angle output at different vehicle speeds, effectively offsetting the shortcomings of short handle strokes and lack of mechanical feedback. Specifically, at low speeds, the curve is sensitive, allowing for large steering with a small stroke; at high speeds, the curve is smooth, with a large stroke corresponding to small steering, reducing operational difficulty. Through intelligent maximum steering angle limiting control, it constructs a speed-angle safety protection system. The safety system strictly limits the steering range at high speeds, effectively preventing steering wobbling, tilting, or loss of control even if the operator misoperates due to the short travel of the handle. Its safety performance surpasses traditional steering wheel systems, reducing the accident rate by over 80%. The adaptive steering speed adjustment strategy dynamically optimizes the steering response rate based on vehicle speed, providing rapid steering at low speeds to meet the flexibility requirements of precise operations, and smooth steering at high speeds to alleviate the difficulty of operation caused by the high sensitivity of the handle. Combined with a closed-loop PID correction algorithm, the handling precision reaches industry-leading levels. The variable nonlinear control curve dynamically adjusts the Progression parameter to achieve optimal matching between handle travel and steering output at different vehicle speeds, effectively offsetting the shortcomings of short handle travel and lack of mechanical feedback. At low speeds, the curve is sensitive, allowing for large steering with a short stroke, facilitating fine-tuning; at high speeds, the curve is smooth, with a long stroke corresponding to small steering, avoiding misoperation. Operators can quickly master the system without long adaptation periods, reducing labor intensity by more than 50%. The speed range is dynamically divided, and control parameters support online calibration, adapting to different grader models and different operating scenarios. The system adopts a CAN bus communication architecture, facilitating integration with existing grader electronic control systems (such as engine control systems and work device control systems), and supporting functional expansion (such as automatic steering and path following). Based on the existing electronic control lever steering system, optimization is performed without adding complex hardware; core functions can be achieved solely through software algorithm upgrades, reducing modification costs by more than 30%. All modules of the system use industrial-grade components, providing a high level of anti-interference.

[0069] The disclosures and other solutions, examples, embodiments, modules, and functional operations described in this document can be implemented in digital electronic circuits, or computer software, firmware, or hardware, including the structures disclosed in this document and their structural equivalents, or combinations thereof. The disclosures and other embodiments can be implemented as one or more computer program products, i.e., one or more modules of computer program instructions encoded on a tangible and non-volatile computer-readable medium for execution by a data processing apparatus or for controlling the operation of the data processing apparatus. The computer-readable medium can be a machine-readable storage device, a machine-readable storage substrate, a storage device, a material composition that influences machine-readable propagated signals, or one or more of these. The terms "data processing unit" or "data processing apparatus" include all means, devices, and machines for processing data, including, for example, programmable processors, computers, or multiprocessors or computer groups. In addition to hardware, the apparatus may also include code that creates an execution environment for a computer program, such as code constituting processor firmware, a protocol stack, a database management system, an operating system, or combinations thereof. The propagated signals are artificially generated signals, such as machine-generated electrical, optical, or electromagnetic signals, which are generated to encode information for transmission to a suitable receiver device.

[0070] Computer programs (also known as programs, software, software applications, scripts, or code) can be written in any programming language (including compiled or interpreted languages) and can be deployed in any form, including as standalone programs or as modules, components, subroutines, or other units suitable for use in a computing environment. A computer program does not necessarily correspond to a file in a file system. A program can be stored in a portion of a file that holds other programs or data (e.g., one or more scripts stored in a markup language document), in a single file dedicated to that program, or in multiple coordinating files (e.g., a file storing one or more modules, subroutines, or portions of code). Computer programs can be deployed and executed on one or more computers located at a single site or distributed across multiple sites interconnected by a communication network.

[0071] The processing and logic flows described in this document can be executed by one or more programmable processors that execute one or more computer programs to perform functions by manipulating input data and generating outputs. The processing and logic flows can also be executed by special-purpose logic circuitry, and the devices can be implemented as special-purpose logic circuitry, such as FPGAs (Field-Programmable Gate Arrays) or ASICs (Application-Specific Integrated Circuits).

[0072] For example, processors suitable for executing computer programs include general-purpose and special-purpose microprocessors, as well as any one or more of any type of digital computer. Typically, the processor receives instructions and data from read-only memory or random access memory, or both. The basic components of a computer are a processor that executes instructions and one or more storage devices that store the instructions and data. Typically, a computer will also include one or more mass storage devices for storing data, such as magnetic disks, magneto-optical disks, or optical disks, or operatively coupled to receive data from or transfer data to mass storage devices, or both. However, a computer does not necessarily have such devices. Computer-readable media suitable for storing computer program instructions and data include all forms of non-volatile memory, media, and memory devices, including, for example, semiconductor memory devices such as erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), and flash memory devices; magnetic disks, such as internal hard disks or removable disks; magneto-optical disks; and optical disc read-only memory (CD ROM) and digital versatile optical disc read-only memory (DVD-ROM). The processor and memory may be supplemented by dedicated logic circuitry or incorporated into dedicated logic circuitry.

[0073] While this patent document contains numerous details, it should not be construed as limiting the scope of any invention or claim, but rather as a description of features of specific embodiments of a particular invention. Certain features described in the context of individual embodiments may also be implemented in combination in a single embodiment. Conversely, various functions described in the context of a single embodiment may also be implemented individually in multiple embodiments, or in any suitable sub-combination. Furthermore, although the foregoing features may be described as functioning in certain combinations, or even initially claimed to be so, in certain circumstances, one or more features from a combination of claims may be removed from the combination, and a combination of claims may refer to a sub-combination or a variation of a sub-combination.

[0074] Similarly, although the operations are described in a specific order in the accompanying drawings, this should not be construed as requiring the specific order or sequence shown to perform such operations, or all the described operations, in order to obtain the desired result. Furthermore, the separation of various system components in the embodiments of this patent document should not be construed as requiring such separation in all embodiments.

[0075] Only some implementations and examples are described; other implementations, enhancements, and variations can be made based on the content described and illustrated in this patent document.

[0076] When no intermediate component exists other than a line, trace, or other medium between the first and second components, the first component is directly coupled to the second component. When an intermediate component other than a line, trace, or other medium exists between the first and second components, the first component is indirectly coupled to the second component. The term "coupling" and its variations include direct coupling and indirect coupling. Unless otherwise stated, the term "about" is used to mean a range including upper and lower 10% of the value.

[0077] While several embodiments are provided in this disclosure, it should be understood that the disclosed systems and methods may be embodied in many other specific forms without departing from the spirit or scope of this disclosure. The present examples are intended to be illustrative rather than restrictive and are not limited to the details given. For example, various elements or components may be combined or integrated into another system, or certain features may be omitted or not implemented.

[0078] In the several embodiments provided herein, it should be understood that the disclosed apparatus and methods can also be implemented in other ways. The apparatus embodiments described above are merely illustrative; for example, the flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of apparatus, methods, and computer program products according to various embodiments of the present invention. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions marked in the blocks may occur in a different order than those marked in the drawings. For example, two consecutive blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram and / or flowchart, and combinations of blocks in block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or action, or using a combination of dedicated hardware and computer instructions.

[0079] Furthermore, without departing from the scope of this disclosure, the discrete or individual technologies, systems, subsystems, and methods described and illustrated in the various embodiments may be combined or integrated with other systems, modules, technologies, or methods. Other items shown or discussed as coupled may be directly connected or indirectly coupled or communicated via some interface, device, or intermediate component in an electrical, mechanical, or other manner. Those skilled in the art can identify other examples of changes, substitutions, and modifications without departing from the spirit and scope of this disclosure.

Claims

1. A vehicle speed-sensing-based adaptive steering control method for a steering wheel, characterized in that, include: The controller obtains the grader's current speed in real time to calculate the steering angle threshold and steering speed at the current speed; Once the controller receives the travel signal of the handle at the current vehicle speed, the controller calculates the theoretical steering angle corresponding to the travel signal. When the theoretical steering angle is at the steering angle threshold, the controller controls the grader to steer according to the theoretical steering angle and steering speed; Alternatively, when the theoretical steering angle exceeds the steering angle threshold, the controller controls the grader to steer at the corresponding limit steering angle and steering speed within the steering angle threshold.

2. The adaptive steering control method based on vehicle speed sensing as described in claim 1, characterized in that, The method for the controller to obtain the current speed of the grader in real time and calculate the steering angle threshold at the current speed includes: The controller is set with different vehicle speed thresholds and corresponding steering angle thresholds; The controller compares the current vehicle speed with each set vehicle speed threshold to obtain the set vehicle speed threshold at which the current vehicle speed is located and the corresponding steering angle threshold.

3. The adaptive steering control method based on vehicle speed sensing as described in claim 2, characterized in that, The controller compares the current vehicle speed with various set vehicle speed thresholds to obtain the set vehicle speed threshold at which the current vehicle speed falls and the corresponding steering angle threshold. The methods include: When the current vehicle speed is at the first set vehicle speed threshold, the steering angle threshold at the current vehicle speed is (- α° to α° ); When the current vehicle speed is at the second set speed threshold, the steering angle threshold at the current vehicle speed is (- β° to β° ); When the current vehicle speed is at the third set speed threshold, the steering angle threshold at the current vehicle speed is (- θ° to θ° ).

4. The adaptive steering control method based on vehicle speed sensing as described in claim 2, characterized in that, The method for the controller to obtain the current speed of the grader in real time and calculate the steering angle threshold at the current speed also includes: When the current vehicle speed changes from one set speed threshold to another, the steering angle threshold corresponding to the previous set speed threshold linearly transitions to the steering angle threshold corresponding to the next set speed threshold, and the transition time is [time value missing]. T .

5. The adaptive steering control method based on vehicle speed sensing as described in claim 1, characterized in that, The controller obtains the grader's current speed in real time to calculate the steering speed at that current speed, including the following methods: The controller can be set with different vehicle speed thresholds and corresponding steering speeds; The controller compares the current vehicle speed with each set vehicle speed threshold to obtain the set vehicle speed threshold at which the current vehicle speed is located and the corresponding steering speed.

6. The adaptive steering control method based on vehicle speed sensing as described in claim 5, characterized in that, The controller compares the current vehicle speed with various set vehicle speed thresholds to obtain the set vehicle speed threshold at which the current vehicle speed falls and the corresponding steering speed. The methods include: The controller sets the base steering speed; When the current vehicle speed is at the first set speed threshold, the steering speed at the current vehicle speed = K *Basic steering speed; When the current vehicle speed is at the second set vehicle speed threshold, the steering speed at the current vehicle speed = {1 - 0.0333 * (current vehicle speed - minimum vehicle speed of the second set vehicle speed threshold)} * base steering speed; When the current vehicle speed is at the third preset speed threshold, the steering speed at the current speed = 0.5 * K *Basic steering speed.

7. The adaptive steering control method based on vehicle speed sensing as described in claim 1, characterized in that, After the controller receives the lever travel signal at the current vehicle speed, the method by which the controller calculates the theoretical steering angle corresponding to the travel signal includes: The controller constructs a mapping model of the handle's travel signal to the theoretical steering angle; The controller substitutes the lever travel signal at the current vehicle speed into the mapping model to calculate the theoretical steering angle corresponding to that travel signal.

8. The adaptive steering control method based on vehicle speed sensing as described in claim 7, characterized in that, The mapping model between the handle travel signal and the theoretical steering angle includes: Y =1000+( X / 100) Progression *1000, X Greater than 1; Y =1000-(- X / 100 ) Progression *1000, X Not greater than 1; When the current vehicle speed is at the first set vehicle speed threshold, Progression Take the first coefficient value; When the current vehicle speed is at the second set speed threshold, Progression Take the second coefficient value; When the current vehicle speed is at the third set speed threshold, Progression Take the third coefficient value; in, X This is the travel signal of the handle. Y This is the control signal output by the controller to the steering actuator, and this control signal corresponds to the theoretical steering angle.

9. A handle steering adaptive control system, characterized in that, include: Controller, vehicle speed sensor, handle, and steering actuator; The controller is configured to acquire the current speed of the grader in real time via a vehicle speed sensor in order to calculate the steering angle threshold and steering speed at the current vehicle speed. Once the controller receives the travel signal of the handle at the current vehicle speed, the controller calculates the theoretical steering angle corresponding to the travel signal. When the theoretical steering angle is at the steering angle threshold, the controller drives the steering actuator to steer according to the theoretical steering angle and steering speed. Alternatively, when the theoretical steering angle exceeds the steering angle threshold, the controller drives the steering actuator to steer according to the limit steering angle and steering speed corresponding to the steering angle threshold.

10. A grader for use in the handle steering adaptive control system as described in claim 9.

11. A non-transitory readable storage medium having a program / instruction stored thereon, characterized in that, When the program / instruction is executed by the processor, it implements the steps of the handle steering adaptive control method as described in any one of claims 1-8.

12. A computer program product comprising a computer program / instructions, characterized in that, When the computer program / instruction is executed by the processor, it implements the steps of the handle steering adaptive control method according to any one of claims 1-8.

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