Touch module, angle detection method thereof, steer-by-wire steering system and vehicle

Abstract

The application discloses a hand feeling module and an angle detection method thereof, a steer-by-wire system and a vehicle. The hand feeling module comprises a rotating member, a driving unit, a detection unit, a hard stop structure and a control unit. The detection unit is used for detecting a current position angle of the rotating member. The hard stop structure is used for blocking the rotating member from continuously rotating in a corresponding rotation direction when the rotating member moves to a limit rotating position corresponding to the rotation direction. The control unit is configured to control the driving unit to drive the rotating member to rotate to a preset middle position of the detection unit after the system is powered on, and to obtain an actual angle of the rotating member according to whether the rotating member reaches the hard stop structure and the current position angle during the rotation to the preset middle position. According to the hand feeling module, the angle calibration after the steer-by-wire system is powered on is completed, the accurate judgment of the angle of the rotating member can be realized only by cooperation of the detection unit and the hard stop structure, the problem that the detection module is large in size in the related art is avoided, and the miniaturized design of the hand feeling module is realized.

Description

Technical Field

[0001] This application relates to the field of steer-by-wire technology, and more specifically, to a feel module and its angle detection method, a steer-by-wire system, and a vehicle. Background Technology

[0002] In related technologies, the tactile module includes a rotating component and a detection module. The detection module includes at least a first gear, a second gear, a first sensor, and a second sensor. The first sensor is used to detect the rotation angle of the first gear, and the second sensor is used to detect the rotation angle of the second gear. The first gear and the second gear mesh, and there is a difference in the number of teeth of the first gear and the second gear. By measuring the difference in angles by the first sensor and the second sensor, a large range of angle measurement of the rotating component can be achieved. However, the detection module is relatively large and requires additional mechanical transmission components and transmission gears to achieve angle measurement, which is not conducive to product miniaturization design. Summary of the Invention

[0003] This application aims to at least partially address one of the aforementioned technical problems in the prior art. To this end, this application proposes a tactile module that avoids the problem of large size in detection modules of related technologies, achieving a miniaturized design of the tactile module.

[0004] This application also proposes an angle detection method for the aforementioned tactile module.

[0005] This application also proposes a steer-by-wire system having the aforementioned feel module.

[0006] This application also proposes a vehicle having the aforementioned steer-by-wire system.

[0007] According to an embodiment of this application, a steer-by-wire module is applied to a steering-by-wire system. The steer-by-wire module includes a rotating component, a drive unit, a detection unit, a hard stop structure, and a control unit. The rotating component includes a steering wheel and can selectively rotate along a first rotation direction and a second rotation direction. The drive unit is connected to the rotating component and is used to drive the rotating component to rotate. The detection unit is used to detect the current position angle of the rotating component. The hard stop structure is used to limit the extreme rotation positions of the rotating component along the first rotation direction and the second rotation direction, and to prevent the rotating component from continuing to rotate along the corresponding rotation direction when the rotating component moves to the extreme rotation position of the corresponding rotation direction. The control unit is connected to the drive unit and the detection unit respectively. The control unit is configured to control the drive unit to drive the rotating component to rotate towards a preset center position of the detection unit after the system is powered on, and to obtain the actual angle of the rotating component based on whether the rotating component reaches the hard stop structure and the current position angle during the rotation towards the preset center position.

[0008] According to the tactile module of this application embodiment, after the steer-by-wire system is powered on, the rotation direction of the rotating component is determined by the cooperation of the detection unit and the hard stop structure, thereby determining the actual angle of the current position of the rotating component. Thus, the angle calibration after the steer-by-wire system is powered on is completed. The accurate determination of the angle of the rotating component can be achieved by relying solely on the cooperation of the detection unit and the hard stop structure, avoiding the problem of large size of the detection module in related technologies, and realizing the miniaturization design of the tactile module.

[0009] According to some embodiments of this application, the measurement range of the detection unit is smaller than the maximum rotation angle range of the rotating member; and / or, the detection unit is disposed on the side, above or below the axial direction of the rotating member.

[0010] According to some embodiments of this application, the maximum angle of rotation of the rotating member from the preset center position along the first rotation direction and the second rotation direction is not higher than 360°.

[0011] The angle detection method of the tactile module according to the embodiments of this application includes: after the system is powered on, acquiring the current position angle detected by the detection unit; controlling the driving unit to drive the rotating component to move towards the preset center position; during the movement of the rotating component towards the preset center position, determining whether the rotating component has reached the hard stop structure; and obtaining the actual angle of the rotating component based on whether the rotating component has reached the hard stop structure and the current position angle.

[0012] According to the angle detection method of the steer-by-wire module described in the embodiments of this application, after the steer-by-wire system is powered on, the rotation direction of the rotating component is determined by the cooperation of the detection unit and the hard stop structure, thereby determining the actual angle of the current position of the rotating component. Thus, the angle calibration after the steer-by-wire system is powered on is completed. The accurate determination of the angle of the rotating component can be achieved by relying only on the cooperation of the detection unit and the hard stop structure, avoiding the problem of large detection module size in related technologies, and realizing the miniaturization design of the steer-by-wire module.

[0013] According to some embodiments of this application, when the rotating member does not reach the hard stop structure during the rotation towards the preset center position, the current position angle is taken as the actual angle.

[0014] According to some embodiments of this application, the angle detection method further includes obtaining the current position angle detected by the detection unit and recording the positive and negative information of the current position angle; when the rotating member reaches the hard stop structure during the rotation towards the preset center position, if the positive and negative information indicates that the current position angle is negative, then the actual angle = the current position angle + 360°; if the positive and negative information indicates that the current position angle is positive, then the actual angle = the current position angle - 360°.

[0015] According to some embodiments of this application, determining whether the rotating component has reached the hard stop structure includes: acquiring the output torque and rotational speed of the drive unit; when the output torque is greater than a preset torque threshold and the rotational speed is less than a preset rotational speed threshold, determining that the rotating component has reached the hard stop structure; and / or, during the rotation of the rotating component toward the preset center position, when the detection unit detects that the rotating component has stopped rotating, determining that the rotating component has reached the hard stop structure.

[0016] According to some embodiments of this application, after obtaining the actual angle, the angle detection method further includes: acquiring the angle change of the detection unit in a subsequent sampling period, and updating the actual angle of the rotating component based on the initially obtained actual angle and the angle change.

[0017] The steer-by-wire system according to a second aspect of this application includes the aforementioned feel module.

[0018] According to the steer-by-wire system of this application embodiment, after the steer-by-wire system is powered on, the rotation direction of the rotating component is determined by the cooperation of the detection unit and the hard stop structure, thereby determining the actual angle of the current position of the rotating component. Thus, the angle calibration after the steer-by-wire system is powered on is completed. The accurate determination of the angle of the rotating component can be achieved by relying solely on the cooperation of the detection unit and the hard stop structure, avoiding the problem of large detection module size in related technologies and realizing the miniaturization design of the feel module.

[0019] The vehicle according to the third aspect of this application includes the above-described steer-by-wire system.

[0020] According to the vehicle embodiment of this application, after the steer-by-wire system is powered on, the rotation direction of the rotating component is determined by the cooperation of the detection unit and the hard stop structure, thereby determining the actual angle of the current position of the rotating component. Thus, the angle calibration after the steer-by-wire system is powered on is completed. The accurate determination of the angle of the rotating component can be achieved by relying solely on the cooperation of the detection unit and the hard stop structure, avoiding the problem of large detection module size in related technologies and realizing the miniaturization design of the feel module.

[0021] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0022] Figure 1 This is a schematic diagram of the detection unit located on the side of the rotating component in the tactile module according to an embodiment of this application; Figure 2This is a schematic diagram showing the detection unit in the tactile module according to an embodiment of this application located at the lower end of the rotating part along the axis; Figure 3 This is a schematic diagram of the tactile module with a hidden hard stop structure and the detection unit located on the side of the rotating part according to an embodiment of this application. Figure 4 This is a schematic diagram of the tactile module with a hidden hard stop structure and the detection unit located at the lower end of the rotating part's axial direction according to an embodiment of this application; Figure 5 This is a flowchart of the angle detection method of the tactile module according to an embodiment of this application; Figure 6 This is a schematic diagram showing the relative position of the steering wheel rotation trajectory and the hard stop structure according to an embodiment of this application; Figure 7 This is a schematic diagram of a steer-by-wire system according to an embodiment of this application; Figure 8 This is a schematic diagram of a vehicle according to an embodiment of this application.

[0023] Figure label: Vehicle 1000, steer-by-wire system 100, feel module 10, rotating component 1, steering column 11, drive unit 2, detection unit 3, hard stop structure 4. Detailed Implementation

[0024] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.

[0025] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0026] The following is combined Figures 1-8 This application describes in detail a tactile module 10, a steer-by-wire system 100 having the tactile module 10, a vehicle 1000 having the steer-by-wire system 100, and an angle detection method based on the tactile module 10.

[0027] Reference Figures 1-4As shown, the feel module 10 according to an embodiment of this application is applied to a steer-by-wire system 100. The feel module 10 includes a rotating component 1, a drive unit 2, a detection unit 3, a hard stop structure 4, and a control unit. The rotating component 1 includes a steering wheel and can be selectively rotated along a first rotation direction and a second rotation direction. The drive unit 2 is connected to the rotating component 1 and is used to drive the rotating component 1 to rotate. The detection unit 3 is used to detect the current position angle of the rotating component 1. The hard stop structure 4 is used to limit the extreme rotation positions of the rotating component 1 along the first rotation direction and the second rotation direction, and to block the rotating component 1 from continuing to rotate along the corresponding rotation direction when the rotating component 1 moves to the extreme rotation position of the corresponding rotation direction. The control unit is connected to the drive unit 2 and the detection unit 3 respectively. The control unit is configured to control the drive unit 2 to drive the rotating component 1 to rotate towards the preset center position of the detection unit 3 after the system is powered on, and to obtain the actual angle of the rotating component 1 based on whether the rotating component 1 reaches the hard stop structure 4 and the current position angle during the rotation towards the preset center position.

[0028] Specifically, the rotating component 1 includes a steering wheel, which the user can directly operate to rotate the rotating component 1. The drive unit 2 is connected to the rotating component 1 and can actively drive the rotating component 1 to rotate. It can simulate the steering resistance and self-centering torque of the road surface and actively drive the rotating component 1 to rotate. The detection unit 3 can collect the rotation angle and rotation position of the rotating component 1 in real time (i.e., the output angle below) and transmit the position signal and angle signal to the control unit, providing accurate data for angle calculation, center position correction, and steering control. The hard stop structure 4 can limit the maximum rotation stroke of the rotating component 1 in the second and first rotation directions to prevent the rotating component 1 from overtraveling. The control unit can receive the data (such as angle signal and position signal) from the detection unit 3 and issue commands to control the drive unit 2 to drive the rotating component 1 to rotate.

[0029] The aforementioned "preset center position of detection unit 3" refers to the theoretical mid-angle position that detection unit 3 has been pre-set.

[0030] For example, detection unit 3 can realize 360° full-circumference angle detection of rotating part 1. The preset center position is set as 0° reference position. The output angle of detection unit 3 is defined as -180° to +180°. Taking the first rotation direction as positive, the position after the steering wheel is straightened corresponds to the output angle of detection unit 3 being 0°. If the steering wheel rotates one revolution along the first rotation direction, the physical actual rotation angle (also called the actual angle) is +360°. However, due to the constraint of the single-turn angle mapping rule, the output angle of detection unit 3 is still 0°. If the physical actual rotation angle of the steering wheel rotates along the first rotation direction is +330°, the output angle of detection unit 3 is -30°.

[0031] The aforementioned "rotating component 1 rotates towards the preset center position of detection unit 3" can be understood as rotating component 1 towards the 0° reference position pre-set by detection unit 3. For example, when the actual physical rotation angle of rotating component 1 is +330°, the output angle of detection unit 3 is -30°, and rotating component 1 rotates in the direction that brings the output angle of detection unit 3 from -30° to 0° (i.e., rotating component 1 rotates from the actual physical rotation angle +330° to +360°). Similarly, when the actual physical rotation angle of rotating component 1 is +30°, the output angle of detection unit 3 is +30°, and rotating component 1 rotates in the direction that brings the output angle of detection unit 3 from +30° to 0° (i.e., rotating component 1 rotates from the actual physical rotation angle +30° to 0°).

[0032] After the steer-by-wire system 100 is powered on, the output angle of the detection unit 3 cannot be used as the actual angle because it cannot determine whether the steering wheel has rotated to its current position in the second or first rotation direction (for example, if the output angle of the detection unit 3 is -30°, it is impossible to determine whether the actual angle is +330° or -30°). At this time, when the drive unit 2 drives the rotating component 1 to rotate towards the preset center position of the detection unit 3, the rotation direction of the steering wheel can be determined according to whether the rotating component 1 reaches the hard stop structure 4, and then the actual angle of the current position can be determined. Thus, the feel module 10 solves the problem of the same value but different position of the single-turn angle output, completes the angle calibration after the steer-by-wire system 100 is powered on, avoids the misalignment problem between the feel module 10 and the execution module caused by the angle judgment error, and can achieve accurate judgment of the angle of the rotating component 1 by relying only on the detection unit 3 and the hard stop structure 4. This avoids the problems of large size of the detection module and large probability of error in complex angle calculation in related technologies, and realizes the miniaturization design of the feel module 10.

[0033] For example, when the rotating component 1 rotates along the first rotation direction to the position of the hard stop structure 4, the actual angle is +360°. After the steer-by-wire system 100 is powered on, the detection unit 3 outputs an angle of -30°. The driving unit 2 drives the rotating component 1 to rotate towards the preset center position of the detection unit 3, that is, the rotating component 1 rotates when the output angle of the detection unit 3 is 0°. At this time, when the rotating component 1 rotates to the position of the hard stop structure 4, it is determined whether the rotating component 1 has reached the position of the hard stop structure 4. If it has, the actual angle of the rotating component 1 is +360°. The actual angle of the rotating component 1 when the steer-by-wire system 100 is just powered on is +330°. If it has not reached the position, the actual angle of the rotating component 1 is 0°. The actual angle of the rotating component 1 when the steer-by-wire system 100 is just powered on is -30°.

[0034] The first and second rotation directions are opposite.

[0035] It should also be noted that the above-mentioned system power-on refers to the power supply module in the steer-by-wire system 100 being connected to the power supply and entering the working mode. When the steer-by-wire system 100 is applied to the vehicle 1000, system power-on refers to the vehicle 1000 being powered on and ignited.

[0036] In related technologies, the tactile module includes a rotating component and a detection module. The detection module includes at least a first gear, a second gear, a first sensor, and a second sensor. The first sensor is used to detect the rotation angle of the first gear, and the second sensor is used to detect the rotation angle of the second gear. The first gear and the second gear mesh, and there is a difference in the number of teeth between the first gear and the second gear. By measuring the difference in angles by the first sensor and the second sensor, a large range of angles of the rotating component can be measured. However, the detection module is relatively large, and additional mechanical transmission components and transmission gears are required to achieve angle measurement, which is not conducive to product miniaturization design. At the same time, the two sets of angle data measured by the first sensor and the second sensor require complex calculations to obtain the actual angle, and the probability of error in angle calculation is relatively large.

[0037] According to the embodiment of this application, when the steering wheel 10 is driven to rotate towards the preset center position of the detection unit 3 by the drive unit 2 after the steering wheel 100 is powered on, the rotation direction of the steering wheel can be determined by whether the rotating part 1 reaches the hard stop structure 4, and then the actual angle of the current position can be determined. Thus, the angle calibration after the steering wheel 100 is powered on is completed. The accurate judgment of the angle of the rotating part 1 can be achieved by relying only on the cooperation of the detection unit 3 and the hard stop structure 4, avoiding the problem of large size of the detection module in related technologies, and realizing the miniaturization design of the steering wheel 10.

[0038] In some embodiments, the rotating member 1 is provided with a detection part, and the detection unit 3 is provided at a matching position on the periphery of the detection part. The detection part can rotate synchronously and coaxially with the rotating member 1. The detection unit 3 accurately obtains the real-time position angle signal of the rotating member 1 by sensing and collecting the axial position, deflection attitude, phase information, etc. of the detection part, thereby realizing the detection of the 360° full circumferential position angle of the rotating member 1.

[0039] Optionally, the detection unit 3 can be a magnetoelectric sensor, a photoelectric sensor, or the like.

[0040] For example, the part to be detected is a magnet, and the detection unit 3 is a magnetoelectric sensor. The detection unit 3 obtains the position and angle information of the rotating part 1 in real time by sensing the phase change of the magnetic field generated by the rotation of the part to be detected.

[0041] For example, the part to be detected is a grating disk, and the detection unit 3 is a photoelectric sensor. By recognizing the on / off light path signal formed by the rotation of the part to be detected, the position and angle information of the rotating part 1 is collected.

[0042] In summary, a single-turn (±180°) detection unit 3 can measure the rotation range of the rotating part 1 within ±360°, eliminating the need for a dedicated large-angle sensor. This avoids the drawbacks of expensive and large-size sensors used for large-angle measurements, reducing production costs and enabling a miniaturized design of the tactile module 10. Furthermore, there are fewer options available for large-angle sensors, while single-turn (±180°) detection units 3 are more common, readily available, technologically mature, and offer greater choice.

[0043] In some embodiments of this application, the measurement range of the detection unit 3 is smaller than the maximum rotation angle range of the rotating member 1; and / or, the detection unit 3 is disposed on the side, above or below the axial direction of the rotating member 1.

[0044] In some embodiments, the measurement range of the detection unit 3 is smaller than the maximum rotation angle range of the rotating member 1.

[0045] Specifically, by using only a small-range detection unit 3, the actual angle of the rotating component 1 in the feel module 10 and the output angle of the detection unit 3 can be calibrated after the steering system 100 is powered on. The small-range detection unit 3 is more concise and smaller in size, making it easier to arrange in a small installation space, thus meeting the design requirements of miniaturization and compactness of the feel module 10.

[0046] Optionally, the measurement range of the detection unit 3 can be 360°, 270°, 180°, 90°, 450°, 480°, 600°, etc., and the maximum rotation angle range of the rotating component 1 can be 720°, 840°, 600°, 320°, etc. The measurement range of the detection unit 3 and the maximum rotation angle range of the rotating component 1 can be selected according to actual usage requirements, as long as the measurement range of the detection unit 3 is less than the maximum rotation angle range of the rotating component 1.

[0047] In some embodiments, the detection unit 3 is disposed on the side, above or below the axial direction of the rotating member 1.

[0048] Specifically, depending on the design of the haptic module 10, the detection unit 3 can be freely arranged on the side, above or below the axial direction of the rotating part 1, which can adapt to the layout of various components and internal wiring of the haptic module 10, thus improving the adaptability of the haptic module 10. This avoids the defect in related technologies where the detection module (i.e., the large-angle sensor) can only be installed on the rotating part, resulting in inflexible installation position, thereby avoiding the limitation on the structural design of the haptic module 10.

[0049] In some embodiments, see Figures 1-4As shown, the measurement range of the detection unit 3 is smaller than the maximum rotation angle range of the rotating part 1, and the detection unit 3 is located on the side, above or below the axis of the rotating part 1.

[0050] In some embodiments of this application, see Figures 1-4 As shown, the maximum angle of rotation of the rotating component 1 from the preset center position along the first and second rotation directions is no higher than 360°.

[0051] Therefore, the maximum angle of rotation of the rotating part 1 from the preset center position does not exceed 360°, which can perfectly match the measurement range of the detection unit 3 (especially the single-turn angle sensor). Without setting up a more complex angle detection module, the actual angle of the rotating part 1 and the output angle of the detection unit 3 can be calibrated after the steering system 100 is powered on, avoiding the problem of large size of the detection module in related technologies and realizing the miniaturization design of the feel module 10.

[0052] Optionally, the maximum angle at which the rotating member 1 can rotate from the preset center position along the first and second rotation directions can be 360°, 350°, 340°, 330°, 300°, 280°, 250°, 200°, 180°, etc.

[0053] The main function of the hard stop structure 4 is to cooperate with the rotating member 1 to limit its rotation when the rotating member 1 moves to its limit position along the first and second rotation directions. In actual use, this hard stop structure 4 is common knowledge. For example, the hard stop structure 4 is used to limit the steering wheel of vehicle 1000. The following is an explanation using a specific embodiment as an example; other forms will not be described in detail.

[0054] In some embodiments, the rotating member 1 includes a first gear, and the hard stop structure 4 includes a limiting gear. The limiting gear is an incomplete gear. The outer edge of the limiting gear is provided with gear teeth that mesh with the first gear and a stop tooth for limiting the rotation of the first gear. During the rotation of the rotating member 1, when the first gear engages with the stop tooth, the rotation of the first gear is restricted, thereby realizing the rotation of the rotating member 1 along the direction of rotation.

[0055] In some embodiments, see Figures 1-4 As shown, the rotating component 1 also includes a steering column 11, which is connected to the steering wheel drive. The detection unit 3 is located on the side, above or below the steering column 11.

[0056] Optionally, the drive unit 2 can be a servo motor, a stepper motor, a brushless DC motor, or an integration of a motor and a transmission.

[0057] See Figures 1-5As shown, the angle detection method of the tactile module 10 according to the embodiment of this application includes: after the system is powered on, acquiring the current position angle detected by the detection unit 3; controlling the drive unit 2 to drive the rotating component 1 to move towards the preset center position; during the movement of the rotating component 1 towards the preset center position, determining whether the rotating component 1 has reached the hard stop structure 4; and obtaining the actual angle of the rotating component 1 based on whether the rotating component 1 has reached the hard stop structure 4 and the current position angle.

[0058] Specifically, once the system is powered on, it can accurately calculate the actual angle of the rotating component 1, so that the steering angle signal output by the feel module 10 is completely matched with the action signal of the lower-level execution module responsible for steering. This achieves the synchronization and unification of the steering angle data between the feel module 10 and the execution module, and improves the coordination of the control logic of the steer-by-wire system 100.

[0059] According to the angle detection method of the feel module 10 in this application embodiment, after the steer-by-wire system 100 is powered on, the rotation direction of the rotating component 1 is determined by the cooperation of the detection unit 3 and the hard stop structure 4, and then the actual angle of the current position of the rotating component 1 is determined. Thus, the angle calibration after the steer-by-wire system 100 is powered on is completed. The accurate determination of the angle of the rotating component 1 can be achieved by relying only on the cooperation of the detection unit 3 and the hard stop structure 4, avoiding the problem of large size of the detection module in related technologies, and realizing the miniaturization design of the feel module 10.

[0060] In some embodiments of this application, see Figures 1-5 As shown, if the rotating part 1 does not reach the hard stop structure 4 during the rotation towards the preset center position, the current position angle is taken as the actual angle.

[0061] Specifically, if the hard stop point is not touched during the turn, the current angle collected by the detection unit 3 is directly used as the actual angle, without the need for additional calculation compensation, resulting in a short judgment process and fast response speed.

[0062] For example, when the rotating member 1 rotates along the first direction to the position of the hard stop structure 4, the actual angle is 310°. After the steer-by-wire system 100 is powered on, the detection unit 3 outputs an angle of -30°. The drive unit 2 drives the rotating member 1 to rotate towards the preset center position of the detection unit 3. That is, the rotating member 1 rotates when the output angle of the detection unit 3 is 0°. At this time, when the rotating member 1 rotates to the position of the hard stop structure 4 when the output angle of the detection unit 3 is 0°, the actual angle of the rotating member 1 is 0°. The actual angle of the rotating member 1 when the steer-by-wire system 100 is just powered on is -30°.

[0063] For example, when the rotating component 1 rotates along the first rotation direction to the position of the hard stop structure 4, the actual angle is 310°. After the steer-by-wire system 100 is powered on, the detection unit 3 outputs an angle of -60°. The drive unit 2 drives the rotating component 1 to rotate towards the preset center position of the detection unit 3, that is, when the rotating component 1 rotates towards the detection unit 3 output angle of 0°. At this time, during the process of the rotating component 1 rotating to the position of the hard stop structure 4, if the rotating component 1 moves to the position of the hard stop structure 4, the rotating component 1 will be restricted to stop moving, and the actual angle of the rotating component 1 at this time will be determined to be 310°, while the actual angle when the steer-by-wire system 100 is just powered on is 300°. If the rotating component 1 does not reach the position of the hard stop structure 4, it will continue to move until the position where the detection unit 3 outputs an angle of 0°. At this time, the actual angle of the rotating component 1 is 0°, while the actual angle when the steer-by-wire system 100 is just powered on is -60°.

[0064] In some embodiments of this application, see Figures 1-5 As shown, the angle detection method also includes obtaining the current position angle detected by the detection unit 3 and recording the positive and negative information of the current position angle; when the rotating part 1 reaches the hard stop structure 4 during the rotation towards the preset center position, if the positive and negative information indicates that the current position angle is negative, then the actual angle = current position angle + 360°; if the positive and negative information indicates that the current position angle is positive, then the actual angle = current position angle - 360°.

[0065] Specifically, based on the positive and negative attributes of the angle detected by the detection unit 3 and the contact result of the hard stop structure 4, a fixed conversion formula of 360° addition and subtraction is formed. Without the need for complex logical deduction, the actual angle correction is completed in a standardized manner, reducing or even avoiding calculation errors.

[0066] In some embodiments of this application, determining whether the rotating member 1 has reached the hard stop structure 4 includes: obtaining the output torque and rotational speed of the drive unit 2; when the output torque is greater than a preset torque threshold and the rotational speed is less than a preset rotational speed threshold, determining that the rotating member 1 has reached the hard stop structure 4; and / or, when the detection unit 3 detects that the rotating member 1 has stopped rotating during the rotation of the rotating member 1 toward the preset center position, determining that the rotating member 1 has reached the hard stop structure 4.

[0067] In some embodiments, determining whether the rotating member 1 has reached the hard stop structure 4 includes: obtaining the output torque and rotational speed of the drive unit 2, and determining that the rotating member 1 has reached the hard stop structure 4 when the output torque is greater than a preset torque threshold and the rotational speed is less than a preset rotational speed threshold.

[0068] Specifically, the determination can be completed by collecting only the torque and speed parameters of the drive unit 2 itself, without the need to install additional sensors or other components. This simplifies the structure of the feel module 10 and reduces the assembly space. At the same time, the parameter acquisition and feedback of the drive unit 2 is rapid, which can trigger the subsequent angle conversion process in a timely manner, thus improving the overall response speed of the feel module 10.

[0069] In some embodiments, determining whether the rotating member 1 has reached the hard stop structure 4 includes: when the rotating member 1 is rotating toward a preset center position, the detection unit 3 detects that the rotating member 1 has stopped rotating, and determines that the rotating member 1 has reached the hard stop structure 4.

[0070] Specifically, the start and stop status of the rotating component 1 is directly used to determine the operation, without needing to retrieve the torque and speed data of the drive unit 2. The calculation logic is simple and the control program is easy to write.

[0071] In some embodiments, determining whether the rotating member 1 has reached the hard stop structure 4 includes: acquiring the output torque and rotational speed of the driving unit 2; when the output torque is greater than a preset torque threshold and the rotational speed is less than a preset rotational speed threshold, determining that the rotating member 1 has reached the hard stop structure 4; when the rotating member 1 is rotating towards a preset center position, and the detection unit 3 detects that the rotating member 1 has stopped rotating, determining that the rotating member 1 has reached the hard stop structure 4.

[0072] Specifically, the dual determination method of torque speed and stop state is used to corroborate each other, avoiding misjudgment and omission of a single determination method, and accurately identifying the limit state of the rotating part 1 when it rotates to the hard stop position.

[0073] For example, if the output torque of the drive component exceeds the preset torque threshold of 1 nm and the rotational speed of the drive component is less than 5 rpm, it is considered that the rotating component 1 has reached the hard stop structure 4 (also known as the drive component stall), and the steering wheel cannot move. The user can observe that the steering wheel will be stuck. If the rotating component 1 reaches the hard stop structure 4, after returning to the preset middle position of the detection unit 3, the condition that "the output torque of the drive component exceeds the preset torque threshold of 1 nm and the rotational speed of the drive component is less than 5 rpm" is never met, and the user can observe that the steering wheel moves smoothly.

[0074] In some embodiments of this application, see Figures 1-5 As shown, after obtaining the actual angle, the angle detection method further includes: acquiring the angle change of the detection unit 3 in the subsequent sampling period, and updating the actual angle of the rotating component 1 according to the initially obtained actual angle and angle change.

[0075] Specifically, using the precise actual angle obtained from the initial power-on calibration as the initial benchmark, the actual angle of the subsequent rotation of the rotating component 1 can be obtained in real time by continuously accumulating and updating the angle change data cycle by cycle. This accurately matches the user's real-time steering wheel operation (such as turning the steering wheel or returning it to its original position). There is no need to repeat the entire calibration and judgment process after the system is powered on, which improves the response speed of the feel module 10 and ensures that the control commands of the feel module 10 are consistent with the execution actions of the underlying execution module, resulting in a uniform steering feel and a deviation-free process.

[0076] The following explanation uses a specific angle detection method as an example. (See attached document.) Figure 5 , Figure 6 As shown.

[0077] Step S1: Power on the system; Step S2: Obtain the current position angle detected by the detection unit and record the positive or negative information of the current position angle; Step S3: Control the drive unit to drive the rotating component to move towards the preset center position; Step S4: During the movement of the rotating part toward the preset center position, determine whether the rotating part has reached the hard stop structure; if the rotating part has not reached the hard stop structure during the rotation toward the preset center position, then execute step S5; if the rotating part reaches the hard stop structure during the rotation toward the preset center position, then execute step S6. Step S5: Use the current position angle as the actual angle; Step S6: If the positive or negative information indicates that the current position angle is negative, then the actual angle = current position angle + 360°; if the positive or negative information indicates that the current position angle is positive, then the actual angle = current position angle - 360°.

[0078] Step S7: Obtain the angle change of the detection unit in the subsequent sampling period, and update the actual angle of the rotating part according to the initially obtained actual angle and angle change.

[0079] in, Figure 6 The diagram shows the steering wheel rotation trajectory. To clearly distinguish different rotation stroke states, the trajectory is schematically divided into an inner circle and an outer circle. It should be understood that the inner and outer circles referred to in this design do not represent a radial positional difference in the steering wheel rotation trajectory. They essentially belong to the same circumferential rotation trajectory and are only used to visually distinguish different deflection strokes, not as structural positional limitations.

[0080] The method for determining whether the rotating part 1 has reached the hard stop structure 4 can be to obtain the output torque and speed of the drive unit 2. When the output torque is greater than the preset torque threshold and the speed is less than the preset speed threshold, it is determined that the rotating part 1 has reached the hard stop structure 4. Alternatively, when the rotating part 1 is rotating towards the preset center position, the detection unit 3 detects that the rotating part 1 has stopped rotating and determines that the rotating part 1 has reached the hard stop structure 4.

[0081] For example, when using the detection unit 3 with a measurable range of ±180° to measure the ±360° range of the rotating part 1, the measurement range is changed from one revolution to two revolutions. Therefore, after the online steering system 100 is powered on, it is necessary to determine which revolution the angle is on (the inner revolution and outer revolution mentioned above, where the first revolution can be understood as the inner revolution and the second revolution can be understood as the outer revolution) so that the current actual angle can be calculated. The hard stop structure 4 represents two fixed limit angles, namely +360° and -360°. When the rotating part 1 collides with the hard stop structure 4, it is in the second revolution. When it does not collide with the hard stop structure 4, it is in the first revolution. Then, the actual angle of the rotating part 1 can be calculated based on the output angle of the detection unit 3.

[0082] In some embodiments, when the control unit drives the rotating component 1 back to the preset center position of the detection unit 3, the human eye can see the driving unit 2 driving the rotating component 1 (e.g., a steering wheel) to rotate slowly at a certain speed (e.g., 10° / s). Of course, the aforementioned certain speed can also be 5° / s, 15° / s, 20° / s, etc., and no specific limitation is made here.

[0083] In some embodiments, step S1 further includes decoupling the steering module 10 and the actuation module when the steering-by-wire system 100 is powered on. After the actual angle of the rotating component 1 is determined, the steering module 10 and the actuation module are recoupled.

[0084] See Figure 7 As shown, the steer-by-wire system 100 according to a second aspect embodiment of this application includes the aforementioned feel module 10.

[0085] According to the steer-by-wire system 100 of this application embodiment, after the steer-by-wire system 100 is powered on, the rotation direction of the rotating component 1 is determined by the cooperation of the detection unit 3 and the hard stop structure 4, and then the actual angle of the current position of the rotating component 1 is determined. Thus, the angle calibration after the steer-by-wire system 100 is powered on is completed. The accurate determination of the angle of the rotating component 1 can be achieved by relying only on the cooperation of the detection unit 3 and the hard stop structure 4, avoiding the problem of large size of the detection module in related technologies, and realizing the miniaturization design of the feel module 10.

[0086] In some embodiments, the steer-by-wire system 100 further includes an execution module, wherein the rotation angle of the rotating element 1 in the feel module 10 is matched and coupled with the steering execution angle of the execution module.

[0087] After the haptic module 10 accurately obtains the actual angle of the rotating component 1 and the actual angle during the subsequent rotation process through the aforementioned angle detection method, it sends the signal of the actual angle to the execution module in real time. The execution module completes the corresponding steering action based on the actual angle.

[0088] By relying on power-on calibration and dynamic angle updates, the output angle of the feel module 10 can be guaranteed to be accurate and error-free, eliminating angle judgment deviation. This ensures that the control commands of the feel module 10 and the action commands of the execution module are kept in sync, effectively avoiding control misalignment between the two. This improves the overall steering follow-through and handling stability of the steer-by-wire system 100. At the same time, the maximum rotation angle limited by the rotating component 1 can also be adapted to the maximum steering stroke of the execution module, achieving coordinated steering stroke limiting.

[0089] See Figure 8 As shown, the vehicle 1000 according to the third aspect embodiment of this application includes the above-described steer-by-wire system 100.

[0090] According to the vehicle 1000 of this application embodiment, after the steer-by-wire system 100 is powered on, the rotation direction of the rotating component 1 is determined by the cooperation of the detection unit 3 and the hard stop structure 4, and then the actual angle of the current position of the rotating component 1 is determined. Thus, the angle calibration after the steer-by-wire system 100 is powered on is completed. The accurate determination of the angle of the rotating component 1 can be achieved by relying only on the cooperation of the detection unit 3 and the hard stop structure 4, avoiding the problem of large size of the detection module in related technologies, and realizing the miniaturization design of the feel module 10.

[0091] In some embodiments, the execution module is connected to the wheel drive and is adapted to drive the wheel to rotate.

[0092] In the description of this application, it should be understood that the terms "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0093] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between them; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0094] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. In addition, those skilled in the art can combine and integrate the different embodiments or examples described in this specification.

[0095] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. A feel module (10) applied to a steer-by-wire system (100), characterized in that, include: Rotating component (1), the rotating component (1) includes a steering wheel, the rotating component (1) can be selectively rotated along a first rotation direction and a second rotation direction; A drive unit (2) is connected to the rotating component (1) for driving the rotating component (1) to rotate; The detection unit (3) is used to detect the current position angle of the rotating part (1); A hard stop structure (4) is used to limit the extreme rotation positions of the rotating member (1) along the first rotation direction and the second rotation direction, and to prevent the rotating member (1) from continuing to rotate along the corresponding rotation direction when the rotating member (1) moves to the extreme rotation position of the corresponding rotation direction; The control unit is connected to the drive unit (2) and the detection unit (3) respectively. The control unit is configured to control the drive unit (2) to drive the rotating part (1) to rotate toward the preset center position of the detection unit (3) after the system is powered on, and to obtain the actual angle of the rotating part (1) based on whether the rotating part (1) reaches the hard stop structure (4) and the current position angle during the rotation toward the preset center position.

2. The tactile module (10) according to claim 1, characterized in that, The measurement range of the detection unit (3) is smaller than the maximum rotation angle range of the rotating member (1); and / or, the detection unit (3) is located on the side, above or below the axial direction of the rotating member (1).

3. The tactile module (10) according to claim 2, characterized in that, The maximum angle at which the rotating component (1) rotates from the preset center position along the first and second rotation directions is no higher than 360°.

4. An angle detection method based on the tactile module (10) according to any one of claims 1-3, characterized in that, include: After the system is powered on, the current position angle detected by the detection unit (3) is obtained; The drive unit (2) is controlled to drive the rotating component (1) to move toward the preset center position; During the movement of the rotating member (1) toward the preset center position, it is determined whether the rotating member (1) reaches the hard stop structure (4). The actual angle of the rotating component (1) is obtained based on whether the rotating component (1) reaches the hard stop structure (4) and the current position angle.

5. The angle detection method for the tactile module (10) according to claim 4, characterized in that, If the rotating component (1) does not reach the hard stop structure (4) during the rotation towards the preset center position, the current position angle is taken as the actual angle.

6. The angle detection method of the tactile module (10) according to claim 4, characterized in that, Also includes: After obtaining the current position angle detected by the detection unit (3), the positive and negative information of the current position angle is recorded; When the rotating component (1) reaches the hard stop structure (4) during the rotation towards the preset center position, if the positive and negative information indicates that the current position angle is negative, then the actual angle = the current position angle + 360°; if the positive and negative information indicates that the current position angle is positive, then the actual angle = the current position angle - 360°.

7. The angle detection method of the tactile module (10) according to claim 4, characterized in that, Determining whether the rotating component (1) has reached the hard stop structure (4) includes: The output torque and rotational speed of the drive unit (2) are obtained. When the output torque is greater than a preset torque threshold and the rotational speed is less than a preset rotational speed threshold, it is determined that the rotating component (1) has reached the hard stop structure (4); and / or, During the rotation of the rotating member (1) toward the preset center position, when the detection unit (3) detects that the rotating member (1) has stopped rotating, it determines that the rotating member (1) has reached the hard stop structure (4).

8. The angle detection method of the tactile module (10) according to claim 4, characterized in that, After obtaining the actual angle, the angle detection method further includes: The angle change of the detection unit (3) in the subsequent sampling period is obtained, and the actual angle of the rotating component (1) is updated according to the initially obtained actual angle and the angle change.

9. A steer-by-wire system (100), characterized in that, include: The tactile module (10) according to any one of claims 1-3.

10. A vehicle (1000), characterized in that, Includes the steer-by-wire system (100) as described in claim 9.

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