Vehicle system including automatic countersteering adjustment for steer-by-wire control

Abstract

A vehicle system including automatic countersteer adjustment for steer-by-wire control is disclosed. An example vehicle system includes a steering wheel configured to rotate less than or equal to 150 degrees in each direction, a steer-by-wire link between the steering wheel and a front wheel of the vehicle, a steering wheel position sensor configured to detect a steering wheel angle, and an inertial measurement unit configured to detect lateral acceleration and yaw rate of the vehicle. A vehicle control module is configured to identify a countersteer condition based on the steering wheel angle, the lateral acceleration, and the yaw rate, the countersteer condition indicating that the steering wheel angle has an opposite polarity from the yaw rate, determine a countersteer amplification gain based on the lateral acceleration and the yaw rate, and apply the countersteer amplification gain to the steer-by-wire link to increase a wheel angle of the front wheel relative to the steering wheel angle.

Description

[0001] The information provided in this section is for the purpose of presenting the general background of this disclosure. To the extent described in this section, the work of the currently named inventors and aspects that may not otherwise be described as prior art at the time of filing are neither explicitly nor implicitly considered as prior art to this disclosure. Technical Field

[0002] This disclosure relates to vehicle systems including automatic reverse steering adjustment for steer-by-wire control. Background Technology

[0003] Vehicles are equipped with a steering mechanism, which includes a steering wheel that can be mechanically connected to the vehicle's wheels. Many steering mechanisms include a steering shaft, column, or other mechanical structure to couple or otherwise provide steering movement between the steering wheel and the wheels.

[0004] Some vehicles can be equipped with a steer-by-wire system, which provides steering between the steering wheel and wheels without using a steering column. Steer-by-wire removes the mechanical connection and utilizes the relationship between the steering wheel and the wheels, allowing the wheels to respond to the degree of movement of the steering wheel. Summary of the Invention

[0005] An example vehicle system including automatic reverse steering adjustment for steer-by-wire control includes: front wheels of the vehicle; a steering wheel configured to rotate less than or equal to 150 degrees in each direction from a neutral steering wheel position; a steer-by-wire link between the steering wheel and the front wheels of the vehicle, the steer-by-wire link configured to adjust the wheel angle of the front wheels in response to rotation of the steering wheel; a steering wheel position sensor configured to detect the steering wheel angle; an inertial measurement unit configured to detect the lateral acceleration and yaw rate of the vehicle; and a vehicle control module configured to obtain the steering wheel angle, the lateral acceleration, and the yaw rate of the vehicle; identify reverse steering conditions based on the steering wheel angle, lateral acceleration, and yaw rate, wherein the reverse steering conditions indicate that the steering wheel angle has a polarity relative to the yaw rate; determine a reverse steering amplification gain based on the lateral acceleration and yaw rate in response to identifying the reverse steering conditions; and apply the reverse steering amplification gain to the steer-by-wire link to increase the wheel angle of the front wheels relative to the steering wheel angle.

[0006] In some examples, the steering wheel includes a yoke steering wheel (or "half-spoke steering wheel") with hand grip portions at the three o'clock and nine o'clock positions relative to the center of the yoke steering wheel.

[0007] In some examples, the yoke steering wheel does not include hand grip positions at the twelve o'clock and six o'clock positions relative to the center of the yoke steering wheel.

[0008] In some examples, the vehicle control module is configured to determine the reverse steering amplification gain by: applying a first saturation function to lateral acceleration to generate a lateral acceleration trigger, applying a second saturation function to yaw rate to generate a yaw rate trigger, and determining the reverse steering amplification gain based on the lateral acceleration trigger and the yaw rate trigger.

[0009] In some examples, the vehicle control module is configured to determine the reverse steering amplification gain by combining lateral acceleration triggers and yaw rate triggers, and by using a lookup table to scale the combination of lateral acceleration triggers and yaw rate triggers to determine the reverse steering amplification gain.

[0010] In some examples, the vehicle control module is configured to obtain the wheel angles of the front wheels and process the wheel angles of the front wheels using a road wheel angle lookup table to determine the road wheel angle gain.

[0011] In some examples, the vehicle control module is configured to combine the reverse steering amplification gain and the road wheel angle gain to generate a road wheel angle superposition; and based on the road wheel angle superposition, increase the wheel angle of the front wheels relative to the steering wheel angle to facilitate the increased reverse steering of the vehicle's front wheels.

[0012] In some examples, the vehicle control module is configured to access a reference model tuned to predict vehicle parameters for baseline driving conditions; obtain current vehicle parameters based on the vehicle's current driving conditions; compare the current vehicle parameters with the reference model; and identify reverse steering conditions if the difference between the current vehicle parameters and the reference model exceeds a specified reverse steering threshold.

[0013] In some examples, the vehicle control module is configured to determine the error superposition based on the difference between the current vehicle parameters and the reference model, and to adjust the steering wheel angle according to the error superposition. In some examples, the inertial measurement unit includes at least one of an accelerometer or a gyroscope.

[0014] An example method for automatically adjusting reverse steering for steer-by-wire control of a vehicle includes: obtaining a steering wheel angle of the vehicle's steering wheel from a steering wheel position sensor, wherein the steering wheel is configured to rotate less than or equal to 150 degrees in each direction from a neutral steering wheel position; obtaining the vehicle's lateral acceleration and yaw rate from an inertial measurement unit; identifying a reverse steering condition based on the steering wheel angle, lateral acceleration, and yaw rate, wherein the reverse steering condition indicates that the steering wheel angle has a polarity relative to the yaw rate; determining a reverse steering amplification gain based on the lateral acceleration and yaw rate in response to identifying the reverse steering condition; and applying the reverse steering amplification gain to a steering linkage to increase the wheel angles of the vehicle's front wheels relative to the steering wheel angle, wherein the steering linkage is configured to adjust the wheel angles of the front wheels in response to rotation of the steering wheel.

[0015] In some examples, the steering wheel includes a yoke steering wheel with hand grip portions at three o'clock and nine o'clock positions relative to the center of the yoke steering wheel.

[0016] In some examples, the yoke steering wheel does not include hand grip positions at the twelve o'clock and six o'clock positions relative to the center of the yoke steering wheel.

[0017] In some examples, determining the reverse steering amplification gain includes applying a first saturation function to the lateral acceleration to generate a lateral acceleration trigger, applying a second saturation function to the yaw rate to generate a yaw rate trigger, and determining the reverse steering amplification gain based on the lateral acceleration trigger and the yaw rate trigger.

[0018] In some examples, determining the reverse steering amplification gain involves combining lateral acceleration triggering and yaw rate triggering, and using a lookup table to scale the combination of lateral acceleration triggering and yaw rate triggering to determine the reverse steering amplification gain.

[0019] In some examples, the method includes obtaining the wheel angle of the front wheel and processing the wheel angle of the front wheel using a road wheel angle lookup table to determine the road wheel angle gain.

[0020] In some examples, the method includes combining the reverse steering amplification gain and the road wheel angle gain to generate a road wheel angle superposition; and increasing the wheel angle of the front wheels relative to the steering wheel angle based on the road wheel angle superposition to facilitate reverse steering of the front wheels of the vehicle.

[0021] In some examples, the method includes accessing a reference model tuned to predict vehicle parameters for baseline driving conditions; obtaining current vehicle parameters based on the vehicle's current driving conditions; comparing the current vehicle parameters with the reference model; and identifying a reverse steering condition based on the difference between the current vehicle parameters and the reference model exceeding a specified reverse steering threshold.

[0022] In some examples, the method includes determining the error superposition based on the difference between the current vehicle parameters and the reference model, and adjusting the steering wheel angle according to the error superposition.

[0023] An example vehicle system including automatic reverse steering adjustment for steer-by-wire control includes: front wheels of the vehicle; a yoke steering wheel configured to rotate less than or equal to 150 degrees in each direction from a neutral steering wheel position; a steer-by-wire link between the yoke steering wheel and the front wheels of the vehicle, the steer-by-wire link being configured to adjust the wheel angle of the front wheels in response to rotation of the yoke steering wheel; and a vehicle control module configured to obtain a steering wheel angle of the yoke steering wheel, lateral acceleration of the vehicle, and yaw rate of the vehicle from one or more vehicle sensors; identify a reverse steering condition based on the steering wheel angle, lateral acceleration, and yaw rate, wherein the reverse steering condition indicates that the steering wheel angle has a polarity relative to the yaw rate; determine a reverse steering amplification gain based on the lateral acceleration and yaw rate in response to identifying the reverse steering condition; and apply the reverse steering amplification gain to the steer-by-wire link to increase the wheel angle of the front wheels relative to the steering wheel angle.

[0024] The present invention also discloses the following technical solutions: Option 1. A vehicle system including automatic reverse steering adjustment for steer-by-wire control, the vehicle system comprising: The front wheels of a vehicle; A steering wheel configured to rotate less than or equal to 150 degrees in each direction from a neutral steering wheel position; A steer-by-wire link between the steering wheel and the front wheels of the vehicle, the steer-by-wire link being configured to adjust the wheel angle of the front wheels in response to rotation of the steering wheel; A steering wheel position sensor, the steering wheel position sensor being configured to detect the steering wheel angle; An inertial measurement unit, configured to detect the lateral acceleration and yaw rate of the vehicle; and The vehicle control module is configured to: The steering wheel angle, the lateral acceleration of the vehicle, and the yaw rate of the vehicle are obtained. Reverse steering conditions are identified based on the steering wheel angle, the lateral acceleration, and the yaw rate, wherein the reverse steering conditions indicate that the steering wheel angle has a polarity relative to the yaw rate; In response to identifying the reverse steering condition, the reverse steering amplification gain is determined based on the lateral acceleration and the yaw rate; and The reverse steering amplification gain is applied to the steering link to increase the wheel angle of the front wheel relative to the steering wheel angle.

[0025] Option 2. The vehicle system according to Option 1, wherein the steering wheel includes a yoke steering wheel having hand grip portions at a three o'clock position and a nine o'clock position relative to the center of the yoke steering wheel.

[0026] Option 3. The vehicle system according to Option 2, wherein the yoke steering wheel is not included in the hand grip positions at the twelve o'clock and six o'clock positions relative to the center of the yoke steering wheel.

[0027] Option 4. The vehicle system according to Option 1, wherein the vehicle control module is configured to determine the reverse steering amplification gain by: The first saturation function is applied to the lateral acceleration to generate a lateral acceleration trigger; The second saturation function is applied to the yaw rate to generate a yaw rate trigger; and The reverse steering amplification gain is determined based on the lateral acceleration trigger and the yaw rate trigger.

[0028] Option 5. The vehicle system according to Option 4, wherein the vehicle control module is configured to determine the reverse steering amplification gain by: Combining the lateral acceleration trigger and the yaw rate trigger; and The combination of the lateral acceleration trigger and the yaw rate trigger is scaled using a lookup table to determine the reverse steering amplification gain.

[0029] Option 6. The vehicle system according to Option 5, wherein the vehicle control module is configured to: Obtain the wheel angle of the front wheel; and The road wheel angle is processed using a road wheel angle lookup table to determine the road wheel angle gain.

[0030] Option 7. The vehicle system according to Option 6, wherein the vehicle control module is configured to: The reverse steering amplification gain and the road wheel angle gain are combined to generate a road wheel angle superposition; and Based on the superposition of the road wheel angles, the wheel angle of the front wheel is increased relative to the steering wheel angle to facilitate the reverse steering of the front wheel of the vehicle.

[0031] Option 8. The vehicle system according to Option 7, wherein the vehicle control module is configured to: Access a reference model, which is tuned to predict vehicle parameters for baseline driving conditions; Obtain the current vehicle parameters based on the current driving conditions of the vehicle; Compare the current vehicle parameters with the reference model; and The reverse steering condition is identified based on the difference between the current vehicle parameters and the reference model exceeding a specified reverse steering threshold.

[0032] Option 9. The vehicle system according to Option 8, wherein the vehicle control module is configured to: Error superposition is determined based on the difference between the current vehicle parameters and the reference model; and The steering wheel angle is adjusted based on the sum of the errors.

[0033] Option 10. The vehicle system according to Option 1, wherein the inertial measurement unit includes at least one of an accelerometer or a gyroscope.

[0034] Option 11. A method for automatically adjusting the reverse steering for steer-by-wire control of a vehicle, the method comprising: The steering wheel angle of the vehicle's steering wheel is obtained from a steering wheel position sensor, wherein the steering wheel is configured to rotate less than or equal to 150 degrees in each direction from a neutral steering wheel position; The lateral acceleration and yaw rate of the vehicle are obtained from the inertial measurement unit. Reverse steering conditions are identified based on the steering wheel angle, the lateral acceleration, and the yaw rate, wherein the reverse steering conditions indicate that the steering wheel angle has a polarity relative to the yaw rate; In response to identifying the reverse steering condition, the reverse steering amplification gain is determined based on the lateral acceleration and the yaw rate; and The reverse steering amplification gain is applied to the steer-by-wire link to increase the wheel angle of the front wheels of the vehicle relative to the steering wheel angle, wherein the steer-by-wire link is configured to adjust the wheel angle of the front wheels in response to rotation of the steering wheel.

[0035] Option 12. The method according to Option 11, wherein the steering wheel includes a yoke steering wheel having hand grip portions at three o'clock and nine o'clock positions relative to the center of the yoke steering wheel.

[0036] Option 13. The method according to Option 12, wherein the yoke steering wheel is not included in the hand grip positions at the twelve o'clock and six o'clock positions relative to the center of the yoke steering wheel.

[0037] Option 14. The method according to Option 11, wherein determining the reverse steering amplification gain includes: The first saturation function is applied to the lateral acceleration to generate a lateral acceleration trigger; The second saturation function is applied to the yaw rate to generate a yaw rate trigger; and The reverse steering amplification gain is determined based on the lateral acceleration trigger and the yaw rate trigger.

[0038] Option 15. The method according to Option 14, wherein determining the reverse steering amplification gain includes: Combining the lateral acceleration trigger and the yaw rate trigger; and The combination of the lateral acceleration trigger and the yaw rate trigger is scaled using a lookup table to determine the reverse steering amplification gain.

[0039] Option 16. The method according to Option 15 further includes: Obtain the wheel angle of the front wheel; and The road wheel angle is processed using a road wheel angle lookup table to determine the road wheel angle gain.

[0040] Option 17. The method according to Option 16 further includes: The reverse steering amplification gain and the road wheel angle gain are combined to generate a road wheel angle superposition; and Based on the superposition of the road wheel angles, the wheel angle of the front wheel is increased relative to the steering wheel angle to facilitate the reverse steering of the front wheel of the vehicle.

[0041] Option 18. The method according to Option 17 further includes: Access a reference model, which is tuned to predict vehicle parameters for baseline driving conditions; Obtain the current vehicle parameters based on the current driving conditions of the vehicle; Compare the current vehicle parameters with the reference model; and The reverse steering condition is identified based on the difference between the current vehicle parameters and the reference model exceeding a specified reverse steering threshold.

[0042] Option 19. The method according to Option 18 further includes: Error superposition is determined based on the difference between the current vehicle parameters and the reference model; and The steering wheel angle is adjusted based on the sum of the errors.

[0043] Option 20. A vehicle system including automatic reverse steering adjustment for steer-by-wire control, the vehicle system comprising: The front wheels of a vehicle; A yoke steering wheel, the yoke steering wheel being configured to rotate less than or equal to 150 degrees in each direction from a neutral steering wheel position; A steer-by-wire link between the yoke steering wheel and the front wheels of the vehicle, the steer-by-wire link being configured to adjust the wheel angle of the front wheels in response to rotation of the yoke steering wheel; and The vehicle control module is configured to: The steering wheel angle of the yoke steering wheel, the lateral acceleration of the vehicle, and the yaw rate of the vehicle are obtained from one or more vehicle sensors. Reverse steering conditions are identified based on the steering wheel angle, the lateral acceleration, and the yaw rate, wherein the reverse steering conditions indicate that the steering wheel angle has a polarity relative to the yaw rate; In response to identifying the reverse steering condition, the reverse steering amplification gain is determined based on the lateral acceleration and the yaw rate; and The reverse steering amplification gain is applied to the steering link to increase the wheel angle of the front wheel relative to the steering wheel angle.

[0044] Further applications of this disclosure will become apparent from the detailed description, claims, and drawings. The detailed description and specific examples are intended for illustrative purposes only and are not intended to limit the scope of this disclosure. Attached Figure Description

[0045] This disclosure will be understood more fully from the detailed description and the accompanying drawings, in which: Figure 1 The diagram of the example vehicle including the vehicle control module according to this disclosure is provided, and the vehicle control module is configured to provide automatic reverse steering adjustment for steer-by-wire control. Figure 2 This is a partial perspective view of an example interior of a vehicle equipped with a steer-by-wire system according to the present disclosure; Figure 3 This is an example block diagram of a vehicle steer-by-wire system according to the present disclosure; Figure 4 This is a front view of an example yoke steering wheel according to this disclosure; Figure 5 This is a flowchart depicting an example process for automatic reverse steering adjustment for steer-by-wire control according to the present disclosure; Figure 6 This is a flowchart depicting an example process for determining a yaw rate trigger signal and a lateral acceleration trigger signal according to the present disclosure; Figure 7 This is a flowchart depicting an example process for determining road wheel angle values ​​according to this disclosure; Figure 8 This is a flowchart depicting an example process for activating a reverse steering detection trigger according to this disclosure; and Figure 9 This is a flowchart depicting an example process for applying a reverse steering amplification gain value according to this disclosure.

[0046] In the accompanying drawings, reference numerals may be used repeatedly to identify similar and / or identical elements. Detailed Implementation

[0047] Some of the example embodiments described herein enable yoke steering wheel designs (or other rotationally restricted steering wheels) to use all-road wheel angles with reduced steering input, such as where the yoke steering wheel is restricted to a steering rotation input of 150 degrees or less. For example, with a yoke steering wheel, the driver can grip the wheel at the three o'clock and nine o'clock positions, where the yoke steering wheel does not include any hand grip portions at the twelve o'clock and six o'clock positions. Compared to other steering wheel types, yoke steering wheels can use a limited range of rotation because it is difficult for the driver to reposition their hands on the steering wheel to rotate it more than, for example, 150 degrees in either direction from the neutral steering wheel position.

[0048] A limited steering wheel rotation range can restrict the range of directly corresponding changes in road wheel angle. However, in some example embodiments, the steer-by-wire control system can increase the amount of road wheel angle change corresponding to steering wheel rotation to provide a sharper road wheel steering angle with less steering wheel rotation during certain detected driving conditions. For example, it may be useful to add additional road wheel angle changes based on reduced steering wheel rotation input during certain driving strategies, such as using counter-steering to recover from oversteering loss of control (or “loss”). This can allow yoke steering wheels (or other steering wheels with a limited rotation range) to still provide a sufficient amount of road wheel angle change during certain driving conditions compared to other steering wheel types that allow a wider range of steering wheel rotation.

[0049] In some examples, the vehicle control module receives steering wheel angle, vehicle lateral acceleration, and vehicle yaw rate signals, which are processed based on individual signal thresholds to extract the polarity of each signal. The polarities of each signal are then compared in pairs to identify the relative direction. The processed signals can be fed to a saturation function (which may include one or more thresholds) to generate lateral acceleration and yaw rate triggers, indicating whether a reverse steering condition has been detected based on the signals. The lateral acceleration and yaw rate triggers are then combined and scaled (e.g., via a lookup table) to generate a reverse steering amplification gain.

[0050] A lookup table can be used to process the current road wheel angle to provide a road wheel angle gain value. This road wheel angle gain value can then be combined with a reverse steering amplification gain to obtain a road wheel angle superposition value, which can be used to increase the variation in road wheel angle based on steering wheel rotation input.

[0051] Some example embodiments described herein enhance the use of a yoke steering wheel design by amplifying the driver's counter-steering input in a steer-by-wire vehicle during oversteer recovery. Based on constrained steering input, such as a maximum steering wheel rotation of approximately 150 degrees in either direction from a neutral steering wheel position, the amplified counter-steering input enables increased or full-range changes in road wheel angle. The steering control module can detect counter-steering using steering wheel angle, vehicle yaw rate, and vehicle lateral acceleration signals, and output a combined trigger signal to amplify the counter-steering. The steering control module can automatically scale the detected driver counter-steering input based on the detected counter-steering conditions to fully utilize road wheel angles based on constrained steering input angles of up to 150 degrees (or more or less).

[0052] Some example steer-by-wire systems can be configured to receive various vehicle input parameters, such as those sensed by vehicle sensors or calculated by a vehicle control module or processor, including but not limited to vehicle speed, steering wheel angle, steering wheel speed, vehicle lateral acceleration, vehicle longitudinal acceleration, vehicle yaw rate, road surface friction, steering wheel torque, road wheel angle, etc. The vehicle control module can be configured to process the steering wheel angle, vehicle lateral acceleration, and vehicle yaw rate signals, and calculate a reverse steering trigger signal (e.g., driver reverse steering input to the steering wheel) for detecting oversteer recovery by comparing each signal to a separate threshold to extract its polarity, after processing the steering wheel angle, vehicle lateral acceleration, and vehicle yaw rate signals.

[0053] In some examples, during oversteer recovery, the detected reverse steering input to the yoke steering wheel provides additional road wheel angle changes. This allows the driver to use increased or full-range full-road wheel angle changes while using reduced / limited steering wheel angle inputs, such as in cases where the yoke steering wheel design is held at the three o'clock and nine o'clock positions (e.g., limited to 150 degrees or less of rotation due to the structure of the yoke steering wheel).

[0054] Some example embodiments can provide one or more benefits, such as achieving enhanced performance for yoke-type steering wheel designs, where the driver holds the three o'clock and nine o'clock positions and uses a reduced range of rotation for the steering input during oversteer recovery and reversing maneuvers. This allows for improved oversteer recovery compared to implementations where the road wheel angle directly corresponds to the steering wheel angle input (e.g., the steering wheel angle input is limited to only 150 degrees). Example steering control modules can easily detect driver reversing conditions and use increased or full road wheel angle travel based on the reduced driver steering wheel angle input. This approach can be used for yoke-type steering wheels, round steering wheels with limited rotation (e.g., 150 degrees or less), etc. Example vehicle control modules can use steering systems with steer-by-wire.

[0055] Now for reference Figure 1 The vehicle 11 includes front wheels 15 and rear wheels 13. Figure 1 In this configuration, drive unit 17 selectively outputs torque to the front wheel 15 and / or the rear wheel 13 via drive lines 23 and 19, respectively. Vehicle 11 may include different types of drive units. For example, the vehicle may be an electric vehicle, such as a battery electric vehicle (BEV), a hybrid vehicle, or a fuel cell vehicle, a vehicle including an internal combustion engine (ICE), or other types of vehicles.

[0056] Some examples of drive unit 17 may include any suitable electric motor, power inverter, and motor controller, the motor controller being configured to control a power switch within the power inverter to adjust motor speed and torque during propulsion and / or regeneration. The battery system supplies power to or receives power from the electric motor of drive unit 17 via the power inverter during propulsion or regeneration.

[0057] Although vehicle 11 includes Figure 1 One drive unit 17 is used in the vehicle 11, but the vehicle 11 may have other configurations. For example, two separate drive units may drive the front wheels 15 and the rear wheels 13, or one or more individual drive units may drive individual wheels, etc. Other vehicle configurations and / or drive units may be used, as will be appreciated.

[0058] The vehicle control module 21 can be configured to control the operation of one or more vehicle components (such as drive unit 17) (e.g., by commanding the torque setting of the electric motor of drive unit 17). The vehicle control module 21 can receive inputs for controlling vehicle components, such as signals received from the steering wheel 104, accelerator pedal, brake pedal, wheel position sensor 31, torque sensor 25 connected to the steering wheel 104, steering link 29, inertial measurement unit (IMU), etc. The vehicle control module 21 can monitor vehicle telematics for safety purposes, such as vehicle speed, vehicle position, vehicle braking and acceleration.

[0059] The vehicle control module 21 can receive signals from any suitable component used to monitor one or more aspects of the vehicle, including one or more vehicle sensors such as steering linkage torque sensors, cameras, microphones, pressure sensors, steering wheel position sensors, brake sensors, location sensors such as GPS antennas, wheel height and / or position sensors, accelerometers, etc. Some sensors can be configured to monitor the vehicle's current motion, vehicle acceleration, vehicle braking, vehicle's current steering direction, current net torque applied to the vehicle's steering linkage mechanism (e.g., torsion bar), vehicle's current lateral acceleration, vehicle's current yaw rate, current steering wheel position and angle, current road wheel position and angle, etc.

[0060] In some examples, the vehicle includes one or more optional cameras. Each camera may include any suitable camera hardware components, image processing capabilities, etc., to capture images of the vehicle's surroundings, such as road features, other vehicles, etc. In some examples, images from the vehicle's cameras can be used for object detection, autonomous driving, lane determination, etc. Other systems, such as LiDAR, can be used to determine images or information about the vehicle's surroundings.

[0061] Vehicle 11 includes a steering wheel 104 configured to control the steering orientation of the front wheels 15 based on driver input, such as rotation of the steering wheel 104. As further described below, a steer-by-wire linkage 29 may be connected between the steering wheel 104 and the front wheels 15 to control the angle of the front wheels 15 based on the steering angle and / or rotation of the steering wheel 104.

[0062] The vehicle control module 21 can communicate with another device via a wireless communication interface 27, which may include one or more wireless antennas for transmitting and / or receiving wireless communication signals. For example, the wireless communication interface 27 can communicate via any suitable wireless communication protocol, including but not limited to vehicle-to-everything (V2X) communication, Wi-Fi communication, wireless local area network (WAN) communication, cellular communication, personal local area network (PAN) communication, short-range wireless communication (e.g., Bluetooth), etc. The wireless communication interface 27 can communicate with remote computing devices through one or more wireless and / or wired networks. Regarding vehicle-to-vehicle (V2X) communication, the vehicle 11 may include one or more V2X transceivers (e.g., V2X signal transmission and / or receiving antennas).

[0063] like Figure 2 and Figure 3 As shown, vehicle 11 is equipped with a steer-by-wire system 102, which includes a transient steering system 10. The steer-by-wire system 102 includes a steering wheel 104 and road wheels (e.g., ...). Figure 1 (Front wheels 15 and rear wheels 13). The steering wheel 104 is communicatively and operably coupled to each of the front wheels 15 via the steer-by-wire system 102 to execute the steering strategy 108 of the vehicle 100. The steering wheel 104 may be configured as a rounded or circular steering wheel, or as a yoke steering wheel, etc.

[0064] The steer-by-wire system 102 can be configured to capture steering data 110 associated with the steering wheel 104 and road wheel data 112 associated with the front wheels 15 and / or the rear wheels 13. The steer-by-wire system 102 is also configured to communicate the steering data 110 and the road wheel data 112 with the transient steering system 10.

[0065] Steering data 110 and road wheel data 112 may be included as part of vehicle data 114 provided from steer-by-wire system 102 to transient steering system 10. Vehicle data 114 may also include, but is not limited to, lateral acceleration 116, yaw rate 118, and vehicle speed 120. Steering data 110 may include, but is not limited to, steering angle 110a and steering wheel torque 110b.

[0066] The transient steering system 10 may include an electronic control unit (ECU) 12 configured with a transient steering module 14. The transient steering module 14 receives steering data 110 and road wheel data 112. The ECU 12 includes data processing hardware 16 configured to execute the transient steering module 14 and memory hardware 18 communicating with the data processing hardware 16. The memory hardware 18 stores instructions that, when executed on the data processing hardware 16, cause the data processing hardware 16 to perform the operations described herein. The transient steering module 14 is configured with a steering ratio 20 associated with the steer-by-wire system 102. For example, the transient steering module 14 may be initially calibrated using a baseline steering ratio 20a.

[0067] The baseline steering ratio 20a can also be established after a predetermined duration of vehicle 100 operation time. Steering ratio 20 reflects the effect of steering angle 110a on road wheel angle 112a. For example, the larger the steering ratio 20, the smaller the effect of steering angle 110a on road wheel angle 112a. In other words, the operator can maneuver the steering wheel 104 to a larger steering angle 110a to result in a desired change in road wheel angle 112a at a higher steering ratio 20.

[0068] In contrast, a lower or smaller steering ratio 20 can give the operator the ability to make small changes to the steering angle 110a to achieve larger changes to the road wheel angle 112a. Therefore, when the steering ratio 20 is smaller, the road wheel 106 can have increased responsiveness to the steering wheel 104, and when the steering ratio 20 is larger, the road wheel 106 can have decreased responsiveness to the steering wheel. In addition to the steering angle 110a and the road wheel angle 112a, the steering ratio 20 can also be affected by other vehicle data 114, including but not limited to the initially measured lateral acceleration 116, yaw rate 118, and vehicle speed 120.

[0069] As mentioned above, the steering ratio 20 may include a baseline steering ratio 20a, which represents an initial steering ratio 20a that can be configured as part of the steer-by-wire system 102. For example, the baseline steering ratio 20a may be predetermined based on average vehicle data 114 stored in a server, or it may be calculated after a predetermined duration of the initial operating time of the vehicle 100.

[0070] The baseline steering ratio 20a is designed as the starting point from which the transient steering system 10 can adjust the effect of the movement of the steering wheel 104 on the front wheels 15. The transient steering system 10 can communicate with the steer-by-wire system 102 on changes to the steering ratio 20 (e.g., adjustments to the baseline steering ratio 20a), and the steer-by-wire system 102 can implement changes to the steering ratio 20 of the steering wheel 104 on the front wheels 15.

[0071] In some examples, as mentioned above, the transient steering module 14 is configured to set and adjust the steering ratio 20 in response to vehicle data 114 after the baseline steering ratio 20a has been calibrated. During operation of the vehicle 100, the transient steering module 14 may receive a first set 114a of vehicle data 114 from the steering-by-wire system 102. The first set 114a of vehicle data 114 may be captured during a predetermined operating period of the vehicle 100.

[0072] For example, the first set 114a may reflect changes in one or more of the lateral acceleration 116, yaw rate 118, and vehicle speed 120. Based on the first set 114a of vehicle data 114, the transient steering module 14 may adjust or otherwise change the steering ratio 20 to generate a first steering ratio 20b that differs from the baseline steering ratio 20a.

[0073] For example, the transient steering module 14 can manipulate the baseline steering ratio 20a based on the steering angle gradient 110c of the steering data 110. The steering angle gradient 110c is calculated by the transient steering module 14 based on the vehicle speed 120 and the steering angle 110a, and reflects the steering wheel speed 110d.

[0074] Then, the transient steering module 14 can determine the phase gain 22 based on the proportional transient variable 24 and the lateral acceleration 116 and longitudinal acceleration 122 of the vehicle data 114. The proportional transient variable 24 can be stored in a lookup table 26, which can be stored in memory hardware 18. The lookup table 26 can include a two-dimensional lookup table 26a and various one-dimensional lookup tables 26b-d. The lookup table 26 can be tunable relative to the steering angle gradient 110c and the vehicle speed 120.

[0075] The transient steering module 14 can communicate with the steer-by-wire system 102 to establish a first steering ratio 20b, and the steer-by-wire system 102 adjusts the steering control 130 based on the first steering ratio 20b. As noted above, the first steering ratio 20b may differ from the baseline steering ratio 20a. The first steering ratio 20b and the second steering ratio 20c may be defined by a quotient 111 between the steering angle 110a and the road wheel angle 112a.

[0076] In some examples, the steer-by-wire system 102 continues to collect and monitor vehicle data 114 during operation of the vehicle 100 and continuously sends the vehicle data 114 to the transient steering system 10 for evaluation. For example, the transient steering system 10 may receive a second set 114b of vehicle data 114 from the steer-by-wire system 102 after adjusting the steering ratio 20 in response to a first set 114a of vehicle data 114. The second set 114b of vehicle data 114 may differ from the first set 114a of vehicle data 114, allowing the transient steering module 14 to generate a second steering ratio 20c.

[0077] The transient steering module 14 can define an update ratio 28 between a first steering ratio 20b, a second steering ratio 20c, and a road wheel angle 112a. The steer-by-wire system 102 receives the second steering ratio 20c from the transient steering system 10 and adjusts the steering control 130 based on the second steering ratio 20c. In some instances, the transient steering module 14 can be configured with a predefined rate of change 30 associated with the second steering ratio 20c.

[0078] In some examples, the transient steering module 14 can utilize lateral acceleration 116 to define the steering angle 110a. Lateral acceleration 116 can be varied from a first set 114a of vehicle data 114 to a second set 114b of vehicle data 114, instructing the transient steering module 14 that the steering ratio 20 should be adjusted. For example, vehicle 100 may enter a turn or curve corresponding to a high G-force event. The transient steering module 14 can compare the second set 114b of vehicle data 114 with the first set 114a to generate a second steering ratio 20c. In this example, the second steering ratio 20c can be greater than the first steering ratio 20b to reduce the impact of the steering angle 110a on the road wheel angle 112a.

[0079] In another example, the transient steering module 14 may use the vehicle speed 120 to define the steering ratio 20. For example, the transient steering module 14 may initially receive a first set 114a of vehicle data 114 including a first rate 120a, and subsequently receive a second set 114b of vehicle data 114 including a second rate 120b different from the first rate 120a.

[0080] The transient steering module 14 can be configured to evaluate the difference between a first speed 120a and a second speed 120b to determine how to adjust the steering ratio 20. For example, if there is a large drop in vehicle speed 120 from the first speed 120a to the second speed 120b, the steering ratio 20 can be increased to limit the effect of the steering angle 110a on the road wheel angle 112a. In this example, the increased steering ratio 20 results in a large movement or adjustment of the steering wheel 104 being realized at a small movement or adjustment at the front wheels 15.

[0081] In some examples, a predefined rate of change 30 may be stored in memory hardware 18 and may be defined relative to vehicle speed 120. For example, the predefined rate of change 30 is a defined threshold for the change in vehicle speed 120 at which the transient steering module 14 is triggered to increase or decrease the steering ratio 20 (i.e., change the steering ratio 20 from a first steering ratio 20b to a second steering ratio 20c). Therefore, when the transient steering module 14 receives a second set 114b of vehicle data 114, the transient steering module 14 compares the second rate 120b with the predefined rate of change 30 to determine whether to adjust or change the steering ratio 20.

[0082] Figure 4 This is a front view of an example yoke steering wheel 104 according to this disclosure. Figure 4 As shown, the yoke steering wheel 104 includes grip portions for the driver to hold the yoke steering wheel 104 at three o'clock and nine o'clock positions relative to the center 202 of the yoke steering wheel 104. In some example embodiments, the yoke steering wheel may not include grip portions for the driver at twelve o'clock and six o'clock positions.

[0083] In various embodiments, the yoke-type steering wheel 104 may have a limited range of rotation compared to a full-circle steering wheel (e.g., because it is more difficult or impossible for the driver to perform alternating hand rotation of the yoke-type steering wheel 104). For example, as Figure 4 As shown, the yoke steering wheel 104 can be configured to turn only 150 degrees to the left to position 206, forming a starting point 204, which is a neutral steering wheel position that will cause the vehicle to travel straight forward in a straight lane.

[0084] The yoke steering wheel 104 can be configured to turn only 150 degrees to the left to position 206, forming the starting point 204. Although Figure 4 The illustration shows a rotation range of up to 150 degrees in each direction, but other example embodiments may include a rotation range greater than or less than 150 degrees.

[0085] Figure 5 This is a flowchart depicting an example process for automatic reverse steering adjustment for steer-by-wire control according to this disclosure. In some examples, Figure 5 The process can be made by Figure 1 The vehicle control module 21 implements this process. The process begins at 504 to obtain the steering wheel angle, the vehicle's lateral acceleration, and the vehicle's yaw rate.

[0086] At 508, the vehicle control module is configured to identify reverse steering conditions based on the obtained parameters. Then, at 512, the control determines whether reverse steering conditions have been identified. If not, the control returns to 504 to obtain updated vehicle parameters.

[0087] If the control determines at 512 that the reverse steering condition has been identified, the control proceeds to 516 to apply a saturation function to the lateral acceleration and yaw rate to generate a trigger. Then, at 520, the control scales the combination of triggers, such as by using a lookup table to determine the reverse steering amplification gain.

[0088] At 524, the vehicle control module is configured to process the front wheel angles using a Road Wheel Lookup Table (LUT) to determine the Road Wheel Angle Gain. Control then proceeds to 528 to combine the gain values ​​to generate a Road Wheel Angle (RWA) overlay. At 532, the vehicle control module is configured to increase the front wheel angles relative to the steering wheel angle based on the Road Wheel Angle overlay.

[0089] Figure 6 This is a flowchart depicting an example process for determining a yaw rate trigger signal and a lateral acceleration trigger signal according to this disclosure. In some examples, Figure 6 The process can be made by Figure 1 The vehicle control module 21 implements this process. The process begins at 604 with the vehicle's lateral acceleration and yaw rate obtained from the inertial measurement unit.

[0090] At 608, the vehicle control module is configured to compare the vehicle's lateral acceleration with a reference signal to generate an acceleration error value. Then, at 612, the control compares the yaw rate with a reference signal to generate a yaw rate error value.

[0091] At point 616, the vehicle control module is configured to normalize the lateral acceleration and yaw rate error values, such as on a scale of 0 to 1. At point 620, the vehicle control module is configured to determine which error is more significant based on the maximum error signal value. For example, the control can determine whether the lateral acceleration error value or the yaw rate error value has a larger value.

[0092] If the vehicle control module determines at 624 that the yaw rate error is large, then control proceeds to 628 to generate a yaw rate trigger signal. If control at 624 determines that the yaw rate error is not greater than the lateral acceleration error, then control proceeds to 632 to generate a lateral acceleration trigger signal.

[0093] Figure 7 This is a flowchart depicting an example process for determining road wheel angle values ​​according to this disclosure. In some examples, Figure 7 The process can be made by Figure 1 The vehicle control module 21 is implemented. The process begins at 704 to obtain the vehicle speed.

[0094] At point 708, the vehicle control module is configured to determine the maximum road wheel angle based on the vehicle speed. Then, control proceeds to point 712 to determine which of the yaw rate error and lateral acceleration error is most significant.

[0095] If the control determines at point 716 that the yaw rate error is large, then control proceeds to point 722 to allocate the error gain value. If the control determines at point 716 that the yaw rate error is not large, then control proceeds to point 728 to allocate the lateral acceleration error value. Then, the control determines the error rate scale value at point 732 and proceeds to point 736 to determine the road wheel angle. For example, the road wheel angle can be determined based on the maximum road wheel angle, the determined error gain value, and the error rate scale value.

[0096] In some examples, the trigger can indicate whether the vehicle is behaving in a way that the driver does not want. For example, a reference model can be tuned to predict or simulate how the vehicle will operate during normal linear driving conditions (e.g., what parameter values ​​can be sensed during normal driving). The reference model can be compared with current vehicle parameters, such as those captured via an inertial measurement unit (IMU), which can include accelerometers, gyroscopes, etc.

[0097] Overlay refers to the additional road wheel angle that the steer-by-wire control module will add to the current steering wheel angle input from the driver. In other words, overlay can indicate how much steering wheel angle to add on top of the driver's existing operation, based on factors such as vehicle speed, the amount of lateral acceleration present, and yaw rate error. In some examples, reverse steering detection overlay and error overlay can be added together to determine how much road wheel angle to add relative to the steering wheel input to allow for greater wheel rotation to recover from oversteer conditions.

[0098] Figure 8 This is a flowchart depicting an example process for activating a reverse steering detection trigger according to this disclosure. In some examples, Figure 8 The process can be made by Figure 1 The vehicle control module 21 implements this process. The process begins at 804 to obtain the vehicle yaw rate.

[0099] At 808, the vehicle control module is configured to sense the steering wheel angle based on driver input. Control then proceeds to 812 to determine whether the received sensor signals have different polarities, which can indicate the current reverse steering input from the driver. For example, if the vehicle yaws in one direction and the driver turns the steering wheel in the opposite direction, this could indicate that an oversteer condition has occurred and the driver is attempting to use reverse steering techniques to recover.

[0100] If the control determines at 816 that the signal polarities are different, the control proceeds to 820 to activate the yaw rate reverse steering detection trigger. At 824, the vehicle control module is configured to obtain the vehicle's lateral acceleration parameters. Then, at 828, the control determines whether the lateral acceleration and steering wheel angle have different polarities. If, at 832, the signal polarities are different, the control proceeds to 836 to activate the lateral acceleration reverse steering detection trigger.

[0101] Figure 9 This is a flowchart depicting an example process for applying a reverse steering amplification gain value according to this disclosure. In some examples, Figure 9 The process can be made by Figure 1 The vehicle control module 21 is implemented. The process begins at 904 to obtain the vehicle's steering wheel angle and road wheel angle.

[0102] At 908, the vehicle control module is configured to determine the road wheel angle gain based on the steering wheel angle and the road wheel angle. Control then proceeds to 912 to check if a lateral acceleration trigger or a yaw rate trigger is activated. If at least one trigger is activated at 916, control proceeds to 920 to apply a reverse steering gain value to the road wheel angle superposition to increase the road wheel angle.

[0103] The foregoing description is merely illustrative in nature and is in no way intended to limit this disclosure, its application, or use. The broad teachings of this disclosure can be implemented in various forms. Therefore, while this disclosure includes specific examples, its true scope should not be so limited, as other modifications will become apparent upon examination of the drawings, specification, and appended claims. It should be understood that one or more steps within a method may be performed in a different order (or simultaneously) without altering the principles of this disclosure. Furthermore, although each of the embodiments described above has certain features, any one or more of those features described with respect to any embodiment of this disclosure may be implemented and / or combined with features of any other embodiment, even if such combination is not explicitly described. In other words, the described embodiments are not mutually exclusive, and substitution of one or more embodiments for each other remains within the scope of this disclosure.

[0104] Various terms are used to describe spatial and functional relationships between elements (e.g., between modules, circuit elements, semiconductor layers, etc.), including “connected,” “joined,” “linked,” “adjacent,” “next to,” “on top,” “above,” “below,” and “set.” Unless explicitly described as “direct,” when describing a relationship between first and second elements in the above disclosure, the relationship can be a direct relationship in which no other intermediate elements exist between the first and second elements, or an indirect relationship in which one or more intermediate elements exist between the first and second elements (spatially or functionally). As used herein, the phrase “at least one of A, B, and C” should be interpreted using non-exclusive logic OR signifying logic (A OR B OR C) and should not be interpreted as meaning “at least one of A, at least one of B, and at least one of C.”

[0105] In a diagram, the direction of the arrow, as indicated by its head, typically shows the flow of information (such as data or instructions) of interest. For example, when components A and B exchange various types of information, but the information transmitted from component A to component B is relevant to the diagram, the arrow may point from component A to component B. This unidirectional arrow does not imply that no other information is transmitted from component B to component A. Furthermore, for information sent from component A to component B, component B may send a request for the information or an acknowledgment of receipt of the information to component A.

[0106] In this application (including the following limitations), the term "module" or "controller" may be replaced by the term "circuit". The term "module" may refer to, be part of, or include the following: application-specific integrated circuit (ASIC); digital, analog, or mixed-signal analog / digital discrete circuit; digital, analog, or mixed-signal analog / digital integrated circuit; combinational logic circuit; field-programmable gate array (FPGA); processor circuitry (shared, dedicated, or grouped) that executes code; memory circuitry (shared, dedicated, or grouped) that stores code executed by the processor circuitry; other suitable hardware components that provide the described functionality; or some or all of the above, such as in a system-on-a-chip.

[0107] A module may include one or more interface circuits. In some examples, the interface circuits may include wired or wireless interfaces connected to a local area network (LAN), the Internet, a wide area network (WAN), or a combination thereof. The functionality of any given module disclosed herein may be distributed across multiple modules connected via interface circuits. For example, multiple modules may allow for load balancing. In another example, a server (also referred to as a remote or cloud) module may perform some functions on behalf of a client module.

[0108] The term "code" as used above may include software, firmware, and / or microcode, and may refer to programs, routines, functions, classes, data structures, and / or objects. The term "shared processor circuit" covers a single processor circuit that executes some or all of the code from multiple modules. The term "group processor circuit" covers a processor circuit that, in combination with additional processor circuits, executes some or all of the code from one or more modules. The reference to "multiple processor circuits" covers multiple processor circuits on a discrete die, multiple processor circuits on a single die, multiple cores of a single processor circuit, multiple threads of a single processor circuit, or a combination thereof. The term "shared memory circuit" covers a single memory circuit that stores some or all of the code from multiple modules. The term "group memory circuit" covers a memory circuit that, in combination with additional memory, stores some or all of the code from one or more modules.

[0109] The term memory circuit is a subset of the term computer-readable medium. As used herein, the term computer-readable medium does not cover transient electrical or electromagnetic signals propagating through a medium, such as on a carrier wave; the term computer-readable medium can therefore be considered tangible and non-transient. Non-limiting examples of non-transient tangible computer-readable media are non-volatile memory circuits (such as flash memory circuits, erasable programmable read-only memory circuits, or masked read-only memory circuits), volatile memory circuits (such as static random access memory circuits or dynamic random access memory circuits), magnetic storage media (such as analog or digital magnetic tape or hard disk drives), and optical storage media (such as CDs, DVDs, or Blu-ray discs).

[0110] The apparatus and methods described in this application can be implemented, in part or in whole, by a special-purpose computer created by configuring a general-purpose computer to perform one or more specific functions embodied in a computer program. The aforementioned function blocks, flowchart components, and other elements serve as software specifications that can be routinely converted into computer programs by skilled technicians or programmers.

[0111] A computer program includes processor-executable instructions stored on at least one non-transitory tangible computer-readable medium. A computer program may also include or depend on stored data. A computer program may encompass a basic input / output system (BIOS) for interacting with the hardware of a special-purpose computer, device drivers for interacting with specific devices of the special-purpose computer, one or more operating systems, user applications, background services, background applications, etc.

[0112] Computer programs may include: (i) descriptive text to be parsed, such as HTML (Hypertext Markup Language), XML (Extensible Markup Language), or JSON (JavaScript Object Representation); (ii) assembly code; (iii) object code generated from source code by a compiler; (iv) source code executed by an interpreter; (v) source code compiled and executed by a just-in-time (JIT) compiler; and so on. As an example only, source code can be written using syntax from languages ​​including C, C++, C#, Objective-C, Swift, Haskell, Go, SQL, R, Lisp, Java®, Fortran, Perl, Pascal, Curl, OCaml, JavaScript®, HTML5 (Hypertext Markup Language 5th Revision), Ada, ASP (Active Server Pages), PHP (PHP: Hypertext Preprocessor), Scala, Eiffel, Smalltalk, Erlang, Ruby, Flash®, Visual Basic®, Lua, MATLAB, SIMULINK, and Python®.

Claims

1. A vehicle system including automatic reverse steering adjustment for steer-by-wire control, the vehicle system comprising: The front wheels of a vehicle; A steering wheel configured to rotate less than or equal to 150 degrees in each direction from a neutral steering wheel position; A steer-by-wire link between the steering wheel and the front wheels of the vehicle, the steer-by-wire link being configured to adjust the wheel angle of the front wheels in response to rotation of the steering wheel; A steering wheel position sensor, the steering wheel position sensor being configured to detect the steering wheel angle; An inertial measurement unit, configured to detect the lateral acceleration and yaw rate of the vehicle; and The vehicle control module is configured to: The steering wheel angle, the lateral acceleration of the vehicle, and the yaw rate of the vehicle are obtained. Reverse steering conditions are identified based on the steering wheel angle, the lateral acceleration, and the yaw rate, wherein the reverse steering conditions indicate that the steering wheel angle has a polarity relative to the yaw rate; In response to identifying the reverse steering condition, the reverse steering amplification gain is determined based on the lateral acceleration and the yaw rate; and The reverse steering amplification gain is applied to the steering link to increase the wheel angle of the front wheel relative to the steering wheel angle.

2. The vehicle system according to claim 1, wherein, The steering wheel includes a yoke steering wheel having hand grip portions at three o'clock and nine o'clock positions relative to the center of the yoke steering wheel.

3. The vehicle system according to claim 2, wherein, The yoke steering wheel does not include hand grip positions at the twelve o'clock and six o'clock positions relative to the center of the yoke steering wheel.

4. The vehicle system according to claim 1, wherein, The vehicle control module is configured to determine the reverse steering amplification gain by the following: The first saturation function is applied to the lateral acceleration to generate a lateral acceleration trigger; The second saturation function is applied to the yaw rate to generate a yaw rate trigger. and The reverse steering amplification gain is determined based on the lateral acceleration trigger and the yaw rate trigger.

5. The vehicle system according to claim 4, wherein, The vehicle control module is configured to determine the reverse steering amplification gain by the following: Combining the lateral acceleration trigger and the yaw rate trigger; and The combination of the lateral acceleration trigger and the yaw rate trigger is scaled using a lookup table to determine the reverse steering amplification gain.

6. The vehicle system according to claim 5, wherein, The vehicle control module is configured to: Obtain the wheel angle of the front wheel; and The road wheel angle is processed using a road wheel angle lookup table to determine the road wheel angle gain.

7. The vehicle system according to claim 6, wherein, The vehicle control module is configured to: The reverse steering amplification gain and the road wheel angle gain are combined to generate a road wheel angle superposition; and Based on the superposition of the road wheel angles, the wheel angle of the front wheel is increased relative to the steering wheel angle to facilitate the reverse steering of the front wheel of the vehicle.

8. The vehicle system according to claim 7, wherein, The vehicle control module is configured to: Access a reference model, which is tuned to predict vehicle parameters for baseline driving conditions; Obtain the current vehicle parameters based on the current driving conditions of the vehicle; Compare the current vehicle parameters with the reference model; and The reverse steering condition is identified based on the difference between the current vehicle parameters and the reference model exceeding a specified reverse steering threshold.

9. A method for automatically adjusting the reverse steering for steer-by-wire control of a vehicle, the method comprising: The steering wheel angle of the vehicle's steering wheel is obtained from a steering wheel position sensor, wherein the steering wheel is configured to rotate less than or equal to 150 degrees in each direction from a neutral steering wheel position; The lateral acceleration and yaw rate of the vehicle are obtained from the inertial measurement unit. Reverse steering conditions are identified based on the steering wheel angle, the lateral acceleration, and the yaw rate, wherein the reverse steering conditions indicate that the steering wheel angle has a polarity relative to the yaw rate; In response to identifying the reverse steering condition, the reverse steering amplification gain is determined based on the lateral acceleration and the yaw rate; and The reverse steering amplification gain is applied to the steer-by-wire link to increase the wheel angle of the front wheels of the vehicle relative to the steering wheel angle, wherein the steer-by-wire link is configured to adjust the wheel angle of the front wheels in response to rotation of the steering wheel.

10. A vehicle system including automatic reverse steering adjustment for steer-by-wire control, the vehicle system comprising: The front wheels of a vehicle; A yoke steering wheel, the yoke steering wheel being configured to rotate less than or equal to 150 degrees in each direction from a neutral steering wheel position; A steer-by-wire link between the yoke steering wheel and the front wheels of the vehicle, the steer-by-wire link being configured to adjust the wheel angle of the front wheels in response to rotation of the yoke steering wheel; as well as The vehicle control module is configured to: The steering wheel angle of the yoke steering wheel, the lateral acceleration of the vehicle, and the yaw rate of the vehicle are obtained from one or more vehicle sensors. Reverse steering conditions are identified based on the steering wheel angle, the lateral acceleration, and the yaw rate, wherein the reverse steering conditions indicate that the steering wheel angle has a polarity relative to the yaw rate; In response to identifying the reverse steering condition, the reverse steering amplification gain is determined based on the lateral acceleration and the yaw rate; and The reverse steering amplification gain is applied to the steering link to increase the wheel angle of the front wheel relative to the steering wheel angle.

Images