Steering gear stroke control method and apparatus, electronic device, and readable storage medium

Abstract

The present application discloses a steering gear stroke control method and apparatus, an electronic device, and a readable storage medium, which are applied to a vehicle to be controlled. The steering gear stroke control method comprises: acquiring a virtual stroke of a steering gear of a vehicle to be controlled under a preset motor driving force; generating a corresponding target motor driving force on the basis of the virtual stroke of the steering gear; on the basis of the preset motor driving force and the target motor driving force, performing steering gear stroke control on the vehicle to be controlled, to obtain a calibrated stroke of the steering gear, the calibrated stroke of the steering gear being less than or equal to an actual mechanical stroke of the steering gear of the vehicle to be controlled.

Description

Steering gear stroke control method, device, electronic device and readable storage medium

[0001] This application claims priority to Chinese patent application No. 202311227870.8 filed on September 21, 2023, the entire contents of which are incorporated by reference into this application. Technical Field

[0002] The present application relates to the technical field of vehicle steering gears, and in particular to a steering gear stroke control method, device, electronic device, and readable storage medium. Background Art

[0003] With the continuous development of science and technology, vehicle platformization is increasingly favored by vehicle suppliers for reasons such as reducing manufacturing costs and improving vehicle assembly quality. This also makes the steering gear, a core component in the platform-based EPS (Electric Power Steering, electronic power steering system), a problem that needs to be urgently solved.

[0004] At present, taking the rack and pinion steering gear as an example, the steering gear stroke is mechanically limited before the vehicle leaves the factory, thereby determining the vehicle's tire turning angle and steering wheel turning angle. However, the steering angle requirements of different vehicles on the platform vary. Therefore, in the process of vehicle platformization, steering gears with different steering gear strokes are usually configured for different vehicles or mechanical means are used to change the design. That is, once the steering gear stroke is mechanically limited, it is difficult to change. Therefore, there is currently a problem that different models on the same platform have different steering strokes, and a new steering gear needs to be opened. Technical issues

[0005] The main purpose of this application is to provide a steering stroke control method, device, electronic device and readable storage medium, aiming to solve the technical problem in the prior art that different models on the same platform have different steering strokes and need to add a new commutator. Technical Solutions

[0006] To achieve the above objectives, the present application provides a steering gear stroke control method, which is applied to a vehicle to be controlled. The steering gear stroke control method includes:

[0007] Obtaining a virtual travel of a steering gear of the vehicle to be controlled under a preset motor driving force;

[0008] generating a corresponding target motor driving force according to the virtual steering stroke;

[0009] According to the preset motor driving force and the target motor driving force, the steering gear stroke of the vehicle to be controlled is controlled to obtain a steering gear calibrated stroke, wherein the steering gear calibrated stroke is less than or equal to the actual mechanical stroke of the steering gear of the vehicle to be controlled.

[0010] To achieve the above-mentioned purpose, the present application further provides a steering gear stroke control device, which is applied to a vehicle to be controlled. The steering gear stroke control device comprises:

[0011] An acquisition module, configured to acquire a virtual travel of a steering gear of the vehicle to be controlled under a preset motor driving force;

[0012] A generating module, configured to generate a corresponding target motor driving force according to the virtual steering stroke;

[0013] A control module is used to control the steering stroke of the vehicle to be controlled according to the preset motor driving force and the target motor driving force to obtain a steering calibrated stroke, wherein the steering calibrated stroke is less than or equal to the actual mechanical stroke of the steering of the vehicle to be controlled.

[0014] The present application also provides an electronic device, which includes: at least one processor and a memory communicatively connected to the at least one processor, the memory storing instructions executable by the at least one processor, and the instructions being executed by the at least one processor so that the at least one processor can execute the steps of the steering gear stroke control method as described above.

[0015] The present application also provides a computer-readable storage medium, on which is stored a program for implementing a steering gear stroke control method. When the program of the steering gear stroke control method is executed by a processor, the steps of the steering gear stroke control method as described above are implemented.

[0016] The present application also provides a computer program product, comprising a computer program, which implements the steps of the steering gear stroke control method as described above when the computer program is executed by a processor.

[0017] The present application provides a steering gear stroke control method, device, electronic device and readable storage medium, which are applied to a vehicle to be controlled, obtain the virtual steering gear stroke of the vehicle to be controlled under a preset motor driving force; generate a corresponding target motor driving force based on the virtual steering gear stroke; and control the steering gear stroke of the vehicle to be controlled based on the preset motor driving force and the target motor driving force to obtain a calibrated steering gear stroke, wherein the calibrated steering gear stroke is less than or equal to the actual mechanical steering gear stroke of the vehicle to be controlled.

[0018] When the steering wheel stroke of the vehicle to be controlled is carried out, the present application can first obtain the steering wheel stroke actually generated by the vehicle to be controlled under the preset motor driving force, and then generate the target motor driving force through the actually generated steering wheel stroke, and finally control the steering wheel stroke of the vehicle to be controlled to be the steering wheel calibration stroke through the preset motor driving force and the target motor driving force. That is, in the process of steering wheel stroke control, the actual mechanical stroke of the steering wheel of the vehicle to be controlled can be changed to the steering wheel calibration stroke through the generated target motor driving force, so as to achieve the purpose of calibrating the steering wheel stroke of the vehicle to be controlled based on the original actual mechanical stroke of the steering wheel through software control.

[0019] Due to software control, the actual mechanical stroke of the steering gear of the vehicle to be controlled can be changed to be less than or equal to the calibrated steering gear stroke, that is, the steering gear stroke of the vehicle can be calibrated on the basis of the calibrated steering gear stroke through software means, and then in the process of vehicle platformization, the same steering gear stroke can be adapted to different types of vehicles through software control. Therefore, the purpose of changing the steering gear stroke through software control and thus calibrating the steering gear stroke for different vehicles is achieved. Beneficial effects

[0020] Based on this, the present application obtains the virtual steering stroke of the vehicle to be controlled by presetting the motor driving force, and then generates the target motor driving force through the virtual steering stroke, and finally controls the steering stroke of the vehicle to be controlled to the calibrated steering stroke through the preset motor driving force and the target motor driving force, that is, when calibrating the steering stroke of the vehicle to be controlled, it is implemented on the actual mechanical stroke of the steering gear through software control, so that the purpose of mechanically limiting the same steering stroke for vehicles on the vehicle platform can be achieved. Instead of developing steering gears with different steering strokes for different vehicles or using mechanical means to change the design in the process of vehicle platformization. Therefore, it overcomes the technical defects that the steering stroke is difficult to change once it is mechanically limited, and changing the steering stroke requires increasing the development cost, so it reduces the cost of vehicle platformization, that is, it solves the technical problem that different models on the same platform have different steering strokes and need to open a new steering gear. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0022] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0023] FIG1 is a flow chart of a method for controlling a steering gear stroke according to a first embodiment of the present invention;

[0024] FIG2 is a schematic diagram of a partial structure of a rack and pinion steering gear according to a steering gear stroke control method provided in Example 1 of the present application;

[0025] FIG3 is a flow chart of a method for controlling a steering gear stroke according to a second embodiment of the present application;

[0026] FIG4 is a schematic structural diagram of a steering gear stroke control device provided in Example 3 of the present application;

[0027] FIG5 is a schematic diagram of the structure of an electronic device provided in Example 4 of the present application.

[0028] The purpose, features and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Modes for Carrying Out the Invention

[0029] To make the above-mentioned purposes, features, and advantages of the present application more clearly understood, the technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without making any creative work are within the scope of protection of this application.

[0030] Example 1

[0031] First, the automotive industry currently considers platformization during development, such as the development of passenger cars or commercial vehicles. During this vehicle platformization process, the development of the steering gear, a core component, and its framework become a top priority. The electric steering gear with tie rod assembly or the mechanical steering gear with tie rod assembly are both defined as the steering gear framework. Currently, vehicle platformization often encompasses a variety of vehicle types, such as SUVs (sport utility vehicles), MPVs (multi-purpose vehicles), and sedans. Different vehicle types often have varying hardpoints and tire steering angles, and even the same vehicle may have multiple configurations. This inevitably leads to the issue of steering gear travel adjustment during vehicle platformization. Calibrated steering gear travel can be used to determine the limits for steering wheel and tire rotation angles. Both steering wheel and tire rotation angles increase with increasing steering gear travel. For example, the steering angle at rack and pinion steering gears is typically between 30° and 40°. Due to the differences in steering angles among vehicles, the settings for different vehicles are also different. To solve the problem of setting steering strokes for different vehicles, steering gears corresponding to the steering strokes are usually developed for the same type of vehicles, or the developers actively change the internal structure of the steering gear to adjust the steering stroke. However, the above two methods will undoubtedly increase the cost of the steering gear. Therefore, there is an urgent need for a method to reduce the cost of vehicle platformization. At the same time, in the process of configuring steering strokes for different types of vehicles, assembly errors may occur due to the high similarity of the appearance. If the same size of steering stroke can be applied to different types of vehicles and the steering stroke can be dynamically calibrated for different types of vehicles, the above technical problems can be solved. For this reason, the present application proposes a steering stroke control method.

[0032] The present application provides a steering gear stroke control method, which is applied to a vehicle to be controlled. In the first embodiment of the steering gear stroke control method of the present application, referring to FIG1 , the steering gear stroke control method includes:

[0033] Step S10, obtaining a virtual travel of the steering gear of the vehicle to be controlled under a preset motor driving force;

[0034] Step S20, generating a corresponding target motor driving force according to the virtual steering stroke;

[0035] Step S30, performing steering stroke control on the vehicle to be controlled according to the preset motor driving force and the target motor driving force to obtain a steering calibrated stroke, wherein the steering calibrated stroke is less than or equal to the actual mechanical stroke of the steering of the vehicle to be controlled.

[0036] In this embodiment, although FIG1 shows a logical sequence, in some cases, the steps shown or described may be performed in an order different from that shown here. The steering gear stroke control method is applied to a vehicle to be controlled. The vehicle to be controlled is used to characterize the vehicle covered by the vehicle platform, and may specifically be a commercial vehicle or a passenger car, etc. The vehicle to be controlled is provided with an ESP (Electronic Power Steering) system. The steering gear can steer the vehicle to be controlled to a steering angle that meets the steering requirements by calibrating the steering gear stroke in the ESP system, which may specifically be the rack stroke of the rack and pinion steering gear. For example, in one practicable manner, referring to FIG2 , FIG2 is a schematic diagram of a partial structure of a rack and pinion steering gear, wherein the rack and pinion steering gear can be simplified into a model consisting of an input shaft centerline, a rack centerline, a steering rod centerline, and a steering gear mounting surface, etc. 11 is a rack of the rack and pinion steering gear, 12 is a housing of the rack and pinion steering gear, and 13 is a retaining ring of the rack and pinion steering gear at the extreme steering position.

[0037] In addition, the actual mechanical stroke of the steering gear is used to characterize the steering gear stroke for unified mechanical limitation of all vehicles in the vehicle platform, which can be 100mm, 150mm or 200mm, etc., that is, for all vehicles in the platform, the actual mechanical stroke of the steering gear is uniformly assembled, wherein the stroke size of the actual mechanical stroke of the steering gear is determined by the maximum turning angle of all vehicles in the platform to ensure that all vehicles in the platform can be calibrated to the required steering gear stroke through software control, and the calibrated steering gear stroke is used to characterize the calibrated steering gear stroke, that is, after obtaining the calibrated steering gear stroke, the vehicle to be controlled The vehicle can steer within the calibrated steering gear stroke. The virtual steering gear stroke is used to represent the virtually calculated steering gear stroke. Specifically, it can be obtained by the developer by applying the motor driving force and combining it with the steering angle under the motor driving force during the process of calibrating the steering gear stroke for the vehicle to be controlled. For example, in one feasible method, assuming that the applied motor driving force is T1, the linear angle transmission ratio is i, and the steering angle is α, then T1, i and α are jointly input into the preset steering gear stroke calculation model to calculate the virtual steering gear stroke, wherein the steering angle can be acquired by the steering angle sensor in the ESP system.

[0038] In addition, the target motor driving force is used to characterize the motor driving force set for calibrating the steering gear stroke, which can be specifically a steering balance force, that is, a motor driving force that is the same in magnitude and opposite in direction to the preset motor driving force, which can offset the steering effect of the preset motor driving force. Before the vehicle to be controlled is calibrated, the developer knows the steering gear calibration stroke of the vehicle to be controlled and the actual mechanical stroke of the steering gear in the platform, and then calibrates the steering gear calibration stroke based on the actual mechanical stroke of the steering gear. It depends on the steering angle for judgment. For example, in one feasible method, it is assumed that under normal circumstances, the steering angle of the steering gear actual mechanical stroke is , the steering angle of the steering gear's calibrated travel is If you want to make , it is necessary to make the steering gear achieve the same effect of being unable to continue to rotate the steering wheel at the steering gear calibration stroke of the steering gear actual mechanical stroke as the steering gear at the steering gear actual mechanical stroke, and then apply a target motor driving force that can offset the preset motor driving force at the steering gear calibration stroke of the steering gear actual mechanical stroke, so that the steering gear stroke cannot be changed even if the motor driving force continues to increase, that is, the steering gear stroke is calibrated at the steering gear calibration stroke.

[0039] In addition, when relying on the steering angle to determine whether to generate the target motor driving force, the steering angle corresponding to the actual mechanical stroke of the steering gear is first used as the calibrated steering angle, and the preset steering angles corresponding to different preset steering gear strokes are obtained in advance. If the preset steering angle is equal to the calibrated steering angle, the preset steering gear stroke corresponding to the angle is calibrated as the position for generating the target motor driving force. After the calibrated position, the steering gear of the vehicle to be controlled is controlled to generate the actual steering gear stroke by applying the preset motor driving force, and then the target motor driving force is generated after completing the angle judgment. Therefore, the target motor driving force and the preset motor driving force are used to control the vehicle to be controlled to move forward to the specified stroke to obtain the calibrated steering gear stroke, or the vehicle to be controlled to be in the current stroke to obtain the calibrated steering gear stroke.

[0040] Additionally, the generation of the target motor driving force is determined by the ESP system. For example, in one practicable embodiment, the ESP system first identifies the torque value of the preset motor driving force through a torque sensor, and then calculates the motor torque that is the same as the steering wheel torque value, thereby controlling the motor to provide assistance in the opposite direction of the preset motor driving force according to the motor torque. If the preset motor driving force increases, the motor also increases the output torque to increase the motor driving force by the same amount as the increase in the preset motor driving force.

[0041] As an example, steps S10 to S30 include: obtaining the actual steering angle of the vehicle to be controlled under the preset motor driving force, and calculating the virtual steering stroke of the steering gear of the vehicle to be controlled according to the actual steering angle, the preset motor driving force and the preset line angle transmission ratio; detecting the stroke difference between the virtual steering gear stroke and the steering gear stroke corresponding to the calibrated steering angle, and generating a target motor driving force according to the stroke difference; controlling the steering gear stroke of the vehicle to be controlled according to the preset motor driving force and the target motor driving force to obtain a calibrated steering gear stroke, wherein the calibrated steering gear stroke is less than or equal to the actual mechanical steering gear stroke of the vehicle to be controlled; when the calibrated steering gear stroke is equal to the actual mechanical steering gear stroke, the vehicle to be controlled is calibrated with the actual mechanical steering gear stroke uniformly set in the platform; when the calibrated steering gear stroke is less than the actual mechanical steering gear stroke, the vehicle to be controlled is calibrated with a specific steering gear stroke based on the actual mechanical steering gear stroke.

[0042] In one feasible manner, the specific steps of detecting the stroke difference between the virtual steering stroke and the steering stroke corresponding to the calibrated steering angle, and generating the target motor driving force based on the stroke difference may be: if it is detected that the stroke difference between the virtual steering stroke and the steering stroke corresponding to the calibrated steering angle is zero, then generating the stroke difference to generate a steering balancing force that is the same in magnitude and opposite in direction to the preset motor driving force, wherein the steering balancing force is always the same in magnitude as the preset motor driving force during the steering stroke calibration process, that is, if the developer continues to increase the preset motor driving force, the generated steering balancing force can also offset it.

[0043] The embodiment of the present application obtains the actual steering angle of the vehicle to be controlled under the preset motor driving force, and then calculates the virtual steering stroke of the steering gear according to the actual steering angle and the preset motor driving force. When the difference between the virtual steering stroke of the steering gear and the steering stroke corresponding to the calibrated steering angle is detected to be zero, a target motor driving force of the same magnitude and opposite direction as the preset motor driving force is generated. Finally, the steering stroke of the vehicle to be controlled is controlled according to the preset motor driving force and the target motor driving force to obtain the calibrated steering stroke. This can be achieved by software control on the actual mechanical stroke of the steering gear when calibrating the steering stroke of the vehicle to be controlled, thereby achieving the purpose of calibrating the same steering stroke for vehicles of the vehicle platform. Instead of developing steering gears with different steering strokes for different vehicles or using mechanical means to change the design during the vehicle platform process, the present application overcomes the technical defects that the steering stroke is difficult to change once it is calibrated, and changing the steering stroke requires increasing the development cost, thereby reducing the cost of vehicle platform development.

[0044] The target motor driving force includes the motor driving force in the same direction as the preset motor driving force and the motor driving force in the opposite direction of the preset motor driving force. The step of generating the corresponding target motor driving force according to the virtual steering stroke includes:

[0045] Step A10, detecting whether the virtual travel of the steering gear of the vehicle to be controlled is the steering gear limit travel;

[0046] Step A20: If yes, generate the reverse driving force of the motor;

[0047] Step A30: If not, generate the same-direction driving force of the motor.

[0048] In this embodiment, the steering gear limit stroke is used to characterize the steering gear stroke that limits continued movement, that is, the steering gear stroke corresponding to the calibrated steering angle. In the process of calibrating the steering gear stroke of the vehicle to be controlled by software control, in addition to calibrating the fixed stroke, the user's steering experience can also be improved by the motor driving force provided by the motor, that is, in the process of the developer providing a preset motor driving force to calibrate the steering gear stroke, the motor unidirectional driving force can be provided within the range of the steering gear virtual stroke being less than the steering gear stroke corresponding to the calibrated steering angle, wherein the motor unidirectional driving force refers to the motor driving force with the same direction as the preset motor driving force, and the size of the motor unidirectional driving force is set by the developer according to the calibration requirements, and then the developer can adjust the motor driving force during calibration. A smaller force is used to move the rack stroke the same distance. For example, in one feasible method, it is assumed that the steering gear of the vehicle to be controlled is a gear rack steering gear, and the calibrated stroke of the steering gear is 2L. The actual rack stroke that takes time t under the preset motor driving force T2 is L, then a motor unidirectional driving force T3 with the same magnitude and direction as the preset motor driving force is generated at the position where the actual rack stroke is L, so that the time taken for the rack stroke to move the distance L-2L is t / 2. The motor reverse driving force refers to the motor driving force in the opposite direction of the preset motor driving force, which can be specifically a steering balancing force, or it can be a motor driving force that makes the steering wheel angle and tire angle of the vehicle to be controlled less than the preset motor driving force within a preset error range.

[0049] As an example, steps A10 to A30 include: determining whether the virtual steering stroke of the vehicle to be controlled is the steering limit stroke by comparing the actual steering angle of the virtual steering stroke with the calibrated steering angle; if the actual steering angle of the virtual steering stroke compared to the steering wheel is consistent with the calibrated steering angle, determining that the virtual steering stroke of the vehicle to be controlled is the steering limit stroke, and generating a steering balance force; if the actual steering angle of the virtual steering stroke compared to the steering wheel is inconsistent with the calibrated steering angle, determining that the virtual steering stroke of the vehicle to be controlled is not the steering limit stroke, and generating the same-direction driving force of the motor. Since a motor driving force with the same direction as the preset motor driving force can be generated when the steering stroke of the vehicle to be controlled has not yet moved to the steering stroke corresponding to the calibrated steering angle, the vehicle to be controlled can be moved to the steering stroke corresponding to the calibrated steering angle under the joint action of the preset motor driving force and the motor driving force with the same direction as the preset motor driving force, so that the driver can perform steering operations with a smaller motor driving force. When the steering stroke of the vehicle to be controlled moves to the steering stroke corresponding to the calibrated steering angle, the steering calibrated stroke is obtained by calibrating the steering balance force and the preset motor driving force that offset each other. Therefore, the cost of vehicle platformization is reduced while the driver's steering experience is improved.

[0050] In one feasible method, during the process of moving the steering gear calibration stroke of the vehicle to be controlled, the motor always provides a motor driving force with the same direction as the preset motor driving force, and when moving to the steering gear calibration stroke, the motor provides a steering balancing force with the same magnitude and opposite direction as the preset motor driving force to calibrate the steering gear calibration stroke.

[0051] The motor's same-direction driving force includes a first same-direction driving force and a second same-direction driving force, wherein the first same-direction driving force is smaller than the second same-direction driving force, and the step of generating the motor's same-direction driving force includes:

[0052] Step B10, detecting whether the virtual steering stroke of the vehicle to be controlled is a steering protection stroke, where the steering protection stroke refers to a steering stroke for performing terminal protection;

[0053] Step B20: If yes, generating the first same-direction driving force according to a first stroke difference between the steering gear protection stroke and the steering gear limit stroke;

[0054] Step B30: If not, generate the second same-direction driving force.

[0055] In this embodiment, the steering gear of the vehicle to be controlled is usually provided with an end protection function to prevent collision of metal parts inside the steering gear. In the process of calibrating the steering gear stroke of the vehicle to be controlled using software control, the end protection function can also be realized based on the virtual stroke of the steering gear through software control. The steering gear protection stroke refers to the steering gear stroke for end protection, that is, the same-direction steering force between the steering gear protection stroke and the steering gear limit stroke is less than the same-direction driving force of the motor from the zero stroke to the steering gear protection stroke, thereby avoiding the collision problem of metal parts inside the steering gear within the steering gear protection stroke.

[0056] As an example, steps B10 to B30 include: detecting whether the virtual stroke of the steering gear of the vehicle to be controlled is the steering gear protection stroke; if it is detected that the virtual stroke of the steering gear is the steering gear protection stroke, subtracting the steering gear protection stroke from the steering gear limit stroke to obtain a first stroke difference, and generating the first same-direction driving force based on the first stroke difference, wherein there is a mapping relationship between the first stroke difference and the first same-direction driving force, and the larger the first stroke difference, the smaller the first same-direction driving force; if it is detected that the virtual stroke of the steering gear is not the steering gear protection stroke, generating the second same-direction driving force.

[0057] Wherein, before the step of obtaining the virtual steering stroke of the vehicle to be controlled under the preset motor driving force, the steering stroke control method further includes:

[0058] Step C10, obtaining the actual mechanical travel of the steering gear of the vehicle to be controlled;

[0059] Step C20 , determining a steering limit stroke of the vehicle to be controlled based on the actual mechanical stroke of the steering and a first steering stroke corresponding to the vehicle to be controlled.

[0060] In this embodiment, before performing steering gear stroke control, it is necessary to calibrate the specific limit position through software, that is, to determine the steering gear limit stroke. When the steering stroke of the steering gear of the vehicle to be controlled reaches the steering gear limit stroke under the preset motor driving force, the motor provides a steering balance force with the same magnitude and opposite direction as the preset motor driving force, and as the preset motor driving force increases, the steering balance force also increases to the preset motor driving force to offset the increase in the steering wheel angle during the steering process. In this way, the steering gear stroke of the vehicle to be controlled can be calibrated to the steering gear calibration stroke without changing the original mechanical structure of the steering gear. For example, in one feasible method In the formula, assuming the steering gear is a rack and pinion steering gear, the actual mechanical travel L1 of the steering gear, which is uniformly calibrated for all vehicles in the platform, is first obtained. Then, the first steering gear travel L2 is calibrated using calibration software or based on the vehicle's complete configuration parameters. Finally, the difference between the two is used to obtain the steering gear limit travel L3, i.e., L3 = L1 - L2. After obtaining the steering gear limit travel L3, the steering wheel angle A1 of the controlled vehicle at the limit position is calculated using L3 and the rack and pinion linear angle transmission ratio, i.e., A1 = L2 / i. This allows the ESP system to subsequently generate a steering balancing force that matches the preset motor driving force when the steering angle A1 is detected by the angle sensor.

[0061] As an example, steps C10 to C20 include: obtaining the actual mechanical travel of the steering gear of the vehicle to be controlled, where this may be obtained by user input through a preset calibration interface; and subtracting the actual mechanical travel of the steering gear from the first steering gear travel corresponding to the vehicle to be controlled to obtain the steering gear travel of the vehicle to be controlled. Specifically, the steering gear limit travel is obtained by determining the limit position of the actual mechanical travel of the steering gear and the first steering gear travel before steering control is performed, thereby laying the foundation for calibrating the steering gear calibration travel of the vehicle to be controlled, and further laying the foundation for reducing the cost of vehicle platformization.

[0062] The step of determining the steering limit stroke of the vehicle to be controlled based on the actual mechanical stroke of the steering and the first steering stroke corresponding to the vehicle to be controlled includes:

[0063] Step D10, detecting whether a first steering angle corresponding to a second stroke difference between the actual mechanical stroke of the steering device and the first steering device stroke corresponding to the vehicle to be controlled is a calibrated steering angle corresponding to the actual mechanical stroke of the steering device;

[0064] Step D20: If yes, use the second stroke difference as the steering gear limit stroke;

[0065] Step D30, if not, adjust the first steering gear stroke, use the adjusted first steering gear stroke as the first steering gear stroke, and return to the execution step: detect whether the first steering angle corresponding to the second stroke difference between the actual mechanical stroke of the steering gear and the first steering gear stroke corresponding to the vehicle to be controlled is the calibrated steering angle under the actual mechanical stroke of the steering gear, until the steering gear limit stroke is obtained.

[0066] In this embodiment, in the process of calibrating the first steering gear stroke in advance, there are usually multiple calibration processes, so that the calibrated steering gear stroke of the vehicle to be controlled meets the stroke requirements, that is, the steering angle of the vehicle to be controlled at the steering gear limit stroke is already the steering angle calibrated by the vehicle to be controlled at the actual mechanical stroke of the steering gear under normal circumstances.

[0067] As an example, steps D10 to D30 include: subtracting the actual mechanical stroke of the steering gear from the first steering gear stroke corresponding to the vehicle to be controlled to obtain a second stroke difference, calculating a first steering angle based on the second stroke difference and a preset line angle transmission ratio, and detecting whether the first steering angle is the calibrated steering gear angle corresponding to the actual mechanical stroke of the steering gear; if it is detected that the first steering angle is the calibrated steering gear angle corresponding to the actual mechanical stroke of the steering gear, then using the second stroke difference as the steering gear limit stroke; if it is detected that the second steering angle is not the calibrated steering gear angle, then adjusting the first steering gear stroke according to a first adjustment instruction input by the user to obtain an adjusted first steering gear stroke, using the adjusted first steering gear stroke as the first steering gear stroke, and returning to the execution step: detecting whether the first steering angle corresponding to the second stroke difference between the actual mechanical stroke of the steering gear and the first steering gear stroke corresponding to the vehicle to be controlled is the calibrated steering angle under the actual mechanical stroke of the steering gear, until the steering gear limit stroke is obtained. Since the first steering angle corresponding to the second stroke difference is not the calibrated steering angle when it is verified, the first steering gear stroke will be actively adjusted to meet the steering angle requirement of the vehicle to be controlled, that is, it lays the foundation for accurately limiting the calibrated stroke of the steering gear.

[0068] Wherein, the steering gear stroke control method further includes:

[0069] Step E10, detecting whether a second steering angle corresponding to a third stroke difference between the steering gear limit stroke and the second steering gear stroke is the calibrated steering angle;

[0070] Step E20: If yes, use the third stroke difference as the steering gear protection stroke;

[0071] Step E30, if not, adjust the second steering gear stroke, use the adjusted second steering gear stroke as the second steering gear stroke, and return to the execution step: detect whether the second steering angle corresponding to the third stroke difference between the steering gear limit stroke and the second steering gear stroke is the calibrated steering angle.

[0072] In this embodiment, similarly, when the controlled vehicle is located within the steering gear protection travel, end-of-line protection is performed. The specific protection position, i.e., the steering gear protection travel, is calibrated via software. When the steering travel of the controlled vehicle's steering gear reaches the steering gear limit travel under the preset motor driving force, the motor provides a first unidirectional driving force that is less than the second unidirectional driving force provided in the early stages of steering, thereby avoiding the risk of collision between metal components within the steering gear during the controlled vehicle's steering process. For example, in one practicable embodiment, assuming the steering gear is a rack-and-pinion steering gear, an end-of-line protection position L4 is first pre-set, where L5 = L2 - L4. After obtaining the steering gear protection travel L5, the steering wheel angle A2 of the controlled vehicle at the limit position is calculated using L5 and the rack-and-pinion linear angular transmission ratio, i.e., A2 == L5 / i. This allows the ESP system to subsequently generate a motor unidirectional driving force matching the preset motor driving force when the steering angle sensor detects the steering angle A2.

[0073] As an example, steps E10 to E30 include: subtracting the actual mechanical stroke of the steering gear from the second steering gear stroke corresponding to the vehicle to be controlled to obtain a third stroke difference, calculating the second steering angle based on the second stroke difference and the preset line angle transmission ratio, and detecting whether the second steering angle is the calibrated steering gear angle corresponding to the actual mechanical stroke of the steering gear, wherein the second steering gear stroke is a steering gear stroke preset in advance for end protection; if it is detected that the second steering angle is the calibrated steering gear angle corresponding to the actual mechanical stroke of the steering gear, then the third stroke difference is used as the steering gear protection stroke; if it is detected that the second steering angle is not the calibrated steering gear angle, then the second steering gear stroke is adjusted according to the second adjustment instruction input by the user to obtain the adjusted second steering gear stroke, and the adjusted second steering gear stroke is used as the second steering gear stroke, and returning to the execution step: detecting whether the second steering angle corresponding to the third stroke difference between the steering gear limit stroke and the second steering gear stroke is the calibrated steering angle, until the steering gear protection stroke is obtained. Since the second steering angle corresponding to the third stroke difference is not the calibrated steering angle, the second steering gear stroke will be actively adjusted to meet the terminal protection requirements of the vehicle to be controlled, that is, it lays the foundation for the terminal protection of the vehicle to be controlled during the steering process.

[0074] An embodiment of the present application provides a steering gear stroke control method, which is applied to a vehicle to be controlled, obtains a virtual steering gear stroke of the vehicle to be controlled under a preset motor driving force; generates a corresponding target motor driving force based on the virtual steering gear stroke; and controls the steering gear stroke of the vehicle to be controlled based on the preset motor driving force and the target motor driving force to obtain a calibrated steering gear stroke, wherein the calibrated steering gear stroke is less than or equal to the actual mechanical steering gear stroke of the vehicle to be controlled.

[0075] When the steering wheel stroke of the vehicle to be controlled is performed in the embodiment of the present application, the steering wheel stroke actually generated by the vehicle to be controlled under the preset motor driving force can be obtained first, and then the target motor driving force can be generated through the actually generated steering wheel stroke, and finally the steering wheel stroke of the vehicle to be controlled is controlled to be the steering wheel calibration stroke through the preset motor driving force and the target motor driving force. That is, in the process of steering wheel stroke control, the actual mechanical stroke of the steering wheel of the vehicle to be controlled can be changed to the steering wheel calibration stroke through the generated target motor driving force, so as to achieve the purpose of calibrating the steering wheel stroke of the vehicle to be controlled based on the original actual mechanical stroke of the steering wheel through software control.

[0076] Due to software control, the actual mechanical stroke of the steering gear of the vehicle to be controlled can be changed to be less than or equal to the calibrated steering gear stroke, that is, the steering gear stroke of the vehicle can be calibrated on the basis of the calibrated steering gear stroke through software means, and then in the process of vehicle platformization, the same steering gear stroke can be adapted to different types of vehicles through software control. Therefore, the purpose of changing the steering gear stroke through software control and thus calibrating the steering gear stroke for different vehicles is achieved.

[0077] Based on this, the present application obtains the virtual steering stroke of the vehicle to be controlled by presetting the motor driving force, and then generates the target motor driving force through the virtual steering stroke, and finally controls the steering stroke of the vehicle to be controlled to the calibrated steering stroke through the preset motor driving force and the target motor driving force, that is, when calibrating the steering stroke of the vehicle to be controlled, it is implemented on the actual mechanical stroke of the steering gear through software control, so as to achieve the purpose of calibrating the vehicles of the vehicle platform with the same steering stroke. Instead of developing steering gears with different steering strokes for different vehicles or using mechanical means to change the design in the process of vehicle platformization. Therefore, it overcomes the technical defects that the steering stroke is difficult to change once it is mechanically limited, and changing the steering stroke requires increasing the development cost, so it reduces the cost of vehicle platformization, that is, it solves the technical problem that different models on the same platform have different steering strokes and need to open a new steering gear.

[0078] Example 2

[0079] Further, referring to FIG3 , in another embodiment of the present application, the same or similar contents as those in the above-mentioned embodiment 1 can be referred to the above introduction and will not be described in detail. On this basis, the steering stroke control method further includes:

[0080] Step F10, obtaining at least one third steering angle according to the calibrated motor driving force of the vehicle to be controlled within a preset calibration time period;

[0081] Step F20, calculating a calibrated steering angle based on each of the third steering angles;

[0082] Step F30 , determining the actual mechanical travel of the steering gear of the vehicle to be controlled according to the calibrated steering angle.

[0083] In this embodiment, under normal circumstances, the steering wheel of the vehicle to be controlled is in the middle position, but there may be a certain offset in some special cases. Therefore, it is necessary to perform four-wheel alignment and steering wheel center calibration on the vehicle to be controlled before calibrating the steering limit stroke and steering protection stroke. After the steering wheel is calibrated, the steering angle corresponding to the steering angle signal sent out by the vehicle to be controlled at the middle position of the steering wheel is zero, and then a unified steering stroke is calibrated for all vehicles in the platform (based on the maximum required steering stroke of all vehicles in the platform). The calibrated motor driving force is used to represent the motor driving force applied to uniformly calibrate the steering stroke of all vehicles in the platform. Under the driving force of the calibration motor, the steering wheel of the vehicle to be controlled can be rotated to the left and right extreme positions. In order to avoid calibration errors, it can stay at the extreme positions for a certain period of time, that is, the steering wheel of the vehicle to be controlled is located at the left extreme position or the right extreme position during the preset calibration time period, and then the third steering angle is collected by the angle sensor. Among them, the third steering angle is used to characterize the steering angle of the steering wheel at the extreme position when the steering wheel of the vehicle to be controlled is calibrated. At the same time, in order to avoid single calibration errors, the third steering angles obtained by multiple calibrations are averaged to obtain the calibrated steering angle, and then the actual mechanical stroke of the steering gear of the vehicle to be controlled is calculated through the line angle transmission ratio and the calibrated steering angle.

[0084] As an example, steps F10 to F30 include: obtaining at least one third steering angle based on the calibrated motor driving force of the vehicle to be controlled within a preset calibration time period; performing averaging calculation on each of the third steering angles to obtain a calibrated steering angle; and calculating the actual mechanical stroke of the steering gear of the vehicle to be controlled based on a preset line angle transmission ratio and the calibrated steering angle.

[0085] The embodiment of the present application provides a method for determining the actual mechanical stroke of the steering gear, that is, obtaining at least one third steering angle according to the calibrated motor driving force of the vehicle to be controlled within a preset calibration time period; calculating a calibrated steering angle according to each of the third steering angles; and determining the actual mechanical stroke of the steering gear of the vehicle to be controlled according to the calibrated steering angle. The embodiment of the present application collects multiple third angle signals of the calibrated motor driving force within a preset calibration time period through an angle sensor, and then obtains the steering calibration angle through averaging calculation, and finally obtains the actual mechanical stroke of the steering gear of the vehicle to be controlled through calculation, that is, achieving the purpose of calibrating a unified steering gear stroke for all vehicles in the platform through the calibrated motor driving force, thereby laying the foundation for steering gear stroke control, and thus also laying the foundation for reducing the cost of vehicle platformization.

[0086] Example 3

[0087] The present application also provides a steering stroke control device, which is applied to a vehicle to be controlled. Referring to FIG. 4 , the steering stroke control device:

[0088] An acquisition module 101 is configured to acquire a virtual travel of a steering gear of the vehicle to be controlled under a preset motor driving force;

[0089] A generating module 102 is configured to generate a corresponding target motor driving force according to the virtual steering stroke;

[0090] The control module 103 is used to control the steering stroke of the vehicle to be controlled according to the preset motor driving force and the target motor driving force to obtain a steering calibrated stroke, wherein the steering calibrated stroke is less than or equal to the actual mechanical stroke of the steering of the vehicle to be controlled.

[0091] In one embodiment, the target motor driving force includes the motor driving force in the same direction as the preset motor driving force and the motor driving force in the opposite direction as the preset motor driving force. The generating module 102 is further configured to:

[0092] detecting whether a virtual travel of the steering gear of the vehicle to be controlled is a steering gear limit travel;

[0093] If yes, generating the reverse driving force of the motor;

[0094] If not, the motor generates the same-direction driving force.

[0095] In one embodiment, the motor unidirectional driving force includes a first unidirectional driving force and a second unidirectional driving force, wherein the first unidirectional driving force is smaller than the second unidirectional driving force, and the generating module 102 is further configured to:

[0096] detecting whether a virtual steering stroke of the vehicle to be controlled is a steering protection stroke, wherein the steering protection stroke refers to a steering stroke for performing terminal protection;

[0097] If yes, generating the first same-direction driving force according to a first stroke difference between the steering gear protection stroke and the steering gear limit stroke;

[0098] If not, the second same-direction driving force is generated.

[0099] In one embodiment, the steering gear stroke control device is further used for:

[0100] Acquiring an actual mechanical travel of a steering gear of the vehicle to be controlled;

[0101] The steering limit stroke of the vehicle to be controlled is determined according to the actual mechanical stroke of the steering gear and the first steering gear stroke corresponding to the vehicle to be controlled.

[0102] In one embodiment, the steering gear stroke control device is further used for:

[0103] detecting whether a first steering angle corresponding to a second stroke difference between the actual mechanical stroke of the steering device and the first steering device stroke corresponding to the vehicle to be controlled is a calibrated steering angle corresponding to the actual mechanical stroke of the steering device;

[0104] If yes, the second stroke difference is used as the steering gear limit stroke;

[0105] If not, adjust the first steering gear stroke, use the adjusted first steering gear stroke as the first steering gear stroke, and return to the execution step: detect whether the first steering angle corresponding to the second stroke difference between the actual mechanical stroke of the steering gear and the first steering gear stroke corresponding to the vehicle to be controlled is the calibrated steering angle under the actual mechanical stroke of the steering gear, until the steering gear limit stroke is obtained.

[0106] In one embodiment, the steering gear stroke control device is further used for:

[0107] If yes, the third stroke difference is used as the steering gear protection stroke;

[0108] If not, adjust the second steering gear stroke, use the adjusted second steering gear stroke as the second steering gear stroke, and return to the execution step: detect whether the second steering angle corresponding to the third stroke difference between the steering gear limit stroke and the second steering gear stroke is the calibrated steering angle.

[0109] In one embodiment, the steering gear stroke control device is further used for:

[0110] Obtaining at least one third steering angle according to a calibrated motor driving force of the vehicle to be controlled within a preset calibration time period;

[0111] Calculating a calibrated steering angle according to each of the third steering angles;

[0112] The actual mechanical travel of the steering gear of the vehicle to be controlled is determined according to the calibrated steering angle.

[0113] The steering stroke control device provided in this application utilizes the steering stroke control method of the aforementioned embodiment, resolving the technical issue of different steering strokes for different vehicle models on the same platform, necessitating the addition of a new commutator. Compared to the prior art, the beneficial effects of the steering stroke control device provided in this embodiment are the same as those of the steering stroke control method provided in the aforementioned embodiment. The other technical features of this steering stroke control device are the same as those disclosed in the aforementioned embodiment and are not further elaborated upon here.

[0114] Example 4

[0115] An embodiment of the present application provides an electronic device, which includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions that can be executed by the at least one processor, and the instructions are executed by the at least one processor so that the at least one processor can execute the steering gear stroke control method in the above-mentioned embodiment one.

[0116] Reference is now made to Figure 5, which illustrates a schematic diagram of the structure of an electronic device suitable for implementing embodiments of the present disclosure. The electronic devices in the embodiments of the present disclosure may include, but are not limited to, mobile terminals such as mobile phones, laptop computers, digital broadcast receivers, PDAs (personal digital assistants), PADs (tablet computers), PMPs (portable multimedia players), in-vehicle terminals (e.g., in-vehicle navigation terminals), and fixed terminals such as digital TVs and desktop computers. The electronic device illustrated in Figure 5 is merely an example and should not limit the functionality or scope of use of the embodiments of the present disclosure.

[0117] As shown in Figure 5, the electronic device may include a processing device 1001 (e.g., a central processing unit, a graphics processing unit, etc.), which can perform various appropriate actions and processes based on programs stored in a read-only memory (ROM) 1002 or programs loaded from a storage device 1003 into a random access memory (RAM) 1004. RAM 1004 also stores various programs and data required for the operation of the electronic device. Processing device 1001, ROM 1002, and RAM 1004 are interconnected via a bus 1005. An input / output (I / O) interface 1006 is also connected to the bus.

[0118] Typically, the following systems may be connected to I / O interface 1006: input device 1007 including, for example, a touch screen, touchpad, keyboard, mouse, image sensor, microphone, accelerometer, gyroscope, etc.; output device 1008 including, for example, a liquid crystal display (LCD), speaker, vibrator, etc.; storage device 1003 including, for example, a magnetic tape, hard disk, etc.; and communication device 1009. The communication device may allow the electronic device to communicate with other devices wirelessly or by wire to exchange data. Although the figure shows an electronic device with various systems, it is not required to implement or include all of the illustrated systems. More or fewer systems may alternatively be implemented or included.

[0119] In particular, according to an embodiment of the present disclosure, the process described above with reference to the flowchart can be implemented as a computer software program. For example, an embodiment of the present disclosure includes a computer program product, which includes a computer program carried on a computer-readable medium, and the computer program includes program code for executing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from the network via the communication device 1009, or installed from the storage device 1003, or installed from the ROM 1002. When the computer program is executed by the processing device 1001, the above-mentioned functions defined in the method of the embodiment of the present disclosure are performed.

[0120] The electronic device provided in this application utilizes the steering stroke control method of the aforementioned embodiment, resolving the technical issue of different steering strokes for different models on the same platform, necessitating the addition of a new commutator. Compared to the prior art, the beneficial effects of the electronic device provided in this embodiment are the same as those of the steering stroke control method provided in the aforementioned embodiment. Other technical features of this electronic device are the same as those disclosed in the aforementioned embodiment and are not further elaborated here.

[0121] The various parts of the present disclosure may be implemented in hardware, software, firmware, or a combination thereof. In the description of the above embodiments, specific features, structures, materials, or characteristics may be combined in any appropriate manner in any one or more embodiments or examples.

[0122] The above description is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of this application. Therefore, the scope of protection of this application should be based on the scope of protection of the claims.

[0123] Example 5

[0124] This embodiment provides a computer-readable storage medium having computer-readable program instructions stored thereon, and the computer-readable program instructions are used to execute the steering gear stroke control method in the above embodiment.

[0125] The computer-readable storage medium provided in the embodiments of the present application may be, for example, a USB flash drive, but is not limited to electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, systems or devices, or any combination thereof. More specific examples of computer-readable storage media may include, but are not limited to: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination thereof. In this embodiment, the computer-readable storage medium may be any tangible medium that contains or stores a program that can be used by or in conjunction with an instruction execution system, system, or device. The program code contained on the computer-readable storage medium may be transmitted using any suitable medium, including but not limited to: wires, optical cables, RF (radio frequency), etc., or any suitable combination thereof.

[0126] The computer-readable storage medium may be included in the electronic device, or may exist independently without being incorporated into the electronic device.

[0127] The above-mentioned computer-readable storage medium carries one or more programs. When the above-mentioned one or more programs are executed by an electronic device, the electronic device: obtains the virtual steering stroke of the vehicle to be controlled under the preset motor driving force; generates the corresponding target motor driving force based on the virtual steering stroke; controls the steering stroke of the vehicle to be controlled based on the preset motor driving force and the target motor driving force to obtain a calibrated steering stroke, wherein the calibrated steering stroke is less than or equal to the actual mechanical stroke of the steering of the vehicle to be controlled.

[0128] Computer program code for performing the operations of the present disclosure may be written in one or more programming languages, or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, C++, and conventional procedural programming languages ​​such as "C" or similar programming languages. The program code may be executed entirely on the user's computer, partially on the user's computer, as a stand-alone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving a remote computer, the remote computer may be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or may be connected to an external computer (e.g., through the Internet using an Internet service provider).

[0129] The flow charts and block diagrams in the accompanying drawings illustrate the possible architecture, functions and operations of the systems, methods and computer program products according to various embodiments of the present application. In this regard, each box in the flow chart or block diagram can represent a module, program segment or a part of code, and the module, program segment or a part of code contains one or more executable instructions for realizing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the box can also occur in a different order than that marked in the accompanying drawings. For example, two boxes represented in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram and / or flow chart, and the combination of the boxes in the block diagram and / or flow chart can be implemented by a dedicated hardware-based system that performs the specified function or operation, or can be implemented by a combination of dedicated hardware and computer instructions.

[0130] The modules involved in the embodiments described in this disclosure may be implemented in software or hardware, wherein the name of a module does not necessarily limit the unit itself.

[0131] The computer-readable storage medium provided in this application stores computer-readable program instructions for executing the aforementioned steering gear stroke control method. This addresses the technical issue of different steering strokes for different vehicle models on the same platform, necessitating the addition of a new commutator. Compared to the prior art, the beneficial effects of the computer-readable storage medium provided in this embodiment of the application are the same as those of the steering gear stroke control method provided in the aforementioned embodiment, and are not further elaborated here.

[0132] Example 6

[0133] The present application also provides a computer program product, comprising a computer program, which implements the steps of the steering gear stroke control method as described above when the computer program is executed by a processor.

[0134] The computer program product provided by this application solves the technical problem of different steering strokes for different models on the same platform, requiring the addition of a new commutator. Compared to the prior art, the beneficial effects of the computer program product provided by the embodiments of this application are the same as those of the steering stroke control method provided by the above-mentioned embodiments, and are not further elaborated here.

[0135] The above are only preferred embodiments of the present application and do not limit the patent scope of the present application. Any equivalent structure or equivalent process transformation made using the contents of the present application specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent processing scope of the present application.

Claims

1. A method for controlling the travel of a steering gear, wherein: Applied to a vehicle to be controlled, the steering gear stroke control method comprises: Acquiring a virtual travel of a steering gear of the vehicle to be controlled under a preset motor driving force; generating a corresponding target motor driving force according to the virtual travel of the steering gear; According to the preset motor driving force and the target motor driving force, the steering gear stroke of the vehicle to be controlled is controlled to obtain a steering gear calibrated stroke, wherein the steering gear calibrated stroke is less than or equal to an actual mechanical stroke of the steering gear of the vehicle to be controlled.

2. The steering gear stroke control method according to claim 1, wherein: The target motor driving force includes the motor same-direction driving force of the preset motor driving force and the motor reverse driving force of the preset motor driving force. The step of generating a corresponding target motor driving force according to the virtual steering stroke comprises: Detecting whether the virtual travel of the steering gear of the vehicle to be controlled is the steering gear limit travel; If the virtual travel of the steering gear of the vehicle to be controlled is the limit travel of the steering gear, generating a reverse driving force of the motor; If the virtual travel of the steering gear of the vehicle to be controlled is not the steering gear limit travel, the same-direction driving force of the motor is generated.

3. The steering gear stroke control method according to claim 2, wherein: The motor same-direction driving force includes a first same-direction driving force and a second same-direction driving force, wherein the first same-direction driving force is smaller than the second same-direction driving force. The step of generating the same-direction driving force of the motor comprises: Detecting whether the virtual travel of the steering gear of the vehicle to be controlled is a steering gear protection travel, wherein the steering gear protection travel refers to a steering gear travel for performing terminal protection; If the virtual travel of the steering gear of the vehicle to be controlled is the steering gear protection travel, generating the first same-direction driving force according to a first travel difference between the steering gear protection travel and the steering gear limit travel; If the virtual steering stroke of the vehicle to be controlled is not the steering protection stroke, the second same-direction driving force is generated.

4. The steering gear stroke control method according to claim 3, wherein: Before the step of obtaining a virtual steering stroke of the vehicle to be controlled under a preset motor driving force, the steering stroke control method further includes: Acquiring an actual mechanical travel of a steering gear of the vehicle to be controlled; The steering limit stroke of the vehicle to be controlled is determined according to the actual mechanical stroke of the steering gear and the first steering gear stroke corresponding to the vehicle to be controlled.

5. The steering gear stroke control method according to claim 4, wherein: The step of determining the steering limit stroke of the vehicle to be controlled according to the actual mechanical stroke of the steering and the first steering stroke corresponding to the vehicle to be controlled comprises: Detecting whether a first steering angle corresponding to a second stroke difference between an actual mechanical stroke of the steering gear and a first steering gear stroke corresponding to the vehicle to be controlled is a calibrated steering angle corresponding to the actual mechanical stroke of the steering gear; If the first steering angle corresponding to the second stroke difference between the actual mechanical stroke of the steering gear and the first steering gear stroke corresponding to the vehicle to be controlled is the calibrated steering angle corresponding to the actual mechanical stroke of the steering gear, the second stroke difference is used as the steering gear limit stroke; If the first steering angle corresponding to the second stroke difference between the actual mechanical stroke of the steering gear and the first steering gear stroke corresponding to the vehicle to be controlled is not the calibrated steering angle corresponding to the actual mechanical stroke of the steering gear, the first steering gear stroke is adjusted, and the adjusted first steering gear stroke is used as the first steering gear stroke, and the execution step is returned: detect whether the first steering angle corresponding to the second stroke difference between the actual mechanical stroke of the steering gear and the first steering gear stroke corresponding to the vehicle to be controlled is the calibrated steering angle under the actual mechanical stroke of the steering gear, until the steering gear limit stroke is obtained.

6. The steering gear stroke control method according to claim 5, wherein: The steering gear stroke control method also includes: Detecting whether a second steering angle corresponding to a third stroke difference between the steering gear limit stroke and the second steering gear stroke is the calibrated steering angle; If the second steering angle corresponding to the third stroke difference between the steering gear limit stroke and the second steering gear stroke is the calibrated steering angle, the third stroke difference is used as the steering gear protection stroke; If the second steering angle corresponding to the third stroke difference between the steering gear limit stroke and the second steering gear stroke is not the calibrated steering angle, the second steering gear stroke is adjusted, the adjusted second steering gear stroke is used as the second steering gear stroke, and the execution step is returned to: detect whether the second steering angle corresponding to the third stroke difference between the steering gear limit stroke and the second steering gear stroke is the calibrated steering angle.

7. The steering gear stroke control method according to claim 5, wherein: The step of obtaining the actual mechanical travel of the steering gear of the vehicle to be controlled comprises: Acquiring at least one third steering angle according to the calibrated motor driving force of the vehicle to be controlled within a preset calibration time period; Calculating a calibrated steering angle according to each of the third steering angles; According to the calibrated steering angle, the actual mechanical stroke of the steering gear of the vehicle to be controlled is determined.

8. A steering gear travel control device, wherein: Applied to a vehicle to be controlled, the steering gear stroke control device comprises: An acquisition module, used for acquiring a virtual travel of a steering gear of the vehicle to be controlled under a preset motor driving force; A generating module, used for generating a corresponding target motor driving force according to the virtual travel of the steering gear; A control module is used to control the steering gear stroke of the vehicle to be controlled according to the preset motor driving force and the target motor driving force to obtain a calibrated steering gear stroke, wherein the calibrated steering gear stroke is less than or equal to an actual mechanical stroke of the steering gear of the vehicle to be controlled.

9. The steering gear stroke control device according to claim 8, wherein: The target motor driving force includes the motor same-direction driving force of the preset motor driving force and the motor reverse driving force of the preset motor driving force, and the generating module is further used for: Detecting whether the virtual travel of the steering gear of the vehicle to be controlled is the steering gear limit travel; If the virtual travel of the steering gear of the vehicle to be controlled is the limit travel of the steering gear, generating a reverse driving force of the motor; If the virtual travel of the steering gear of the vehicle to be controlled is not the steering gear limit travel, the same-direction driving force of the motor is generated.

10. The steering gear stroke control device according to claim 9, wherein: The motor same-direction driving force includes a first same-direction driving force and a second same-direction driving force, the first same-direction driving force is smaller than the second same-direction driving force, and the generating module is further used for: Detecting whether the virtual travel of the steering gear of the vehicle to be controlled is a steering gear protection travel, wherein the steering gear protection travel refers to a steering gear travel for performing terminal protection; If the virtual travel of the steering gear of the vehicle to be controlled is the steering gear protection travel, generating the first same-direction driving force according to a first travel difference between the steering gear protection travel and the steering gear limit travel; If the virtual steering stroke of the vehicle to be controlled is not the steering protection stroke, the second same-direction driving force is generated.

11. The steering gear stroke control device according to claim 10, wherein: The steering gear stroke control device is also used for: Acquiring an actual mechanical travel of a steering gear of the vehicle to be controlled; The steering limit stroke of the vehicle to be controlled is determined according to the actual mechanical stroke of the steering gear and the first steering gear stroke corresponding to the vehicle to be controlled.

12. The steering gear stroke control device according to claim 11, wherein: The steering gear stroke control device is also used for: Detecting whether a first steering angle corresponding to a second stroke difference between an actual mechanical stroke of the steering gear and a first steering gear stroke corresponding to the vehicle to be controlled is a calibrated steering angle corresponding to the actual mechanical stroke of the steering gear; If the first steering angle corresponding to the second stroke difference between the actual mechanical stroke of the steering gear and the first steering gear stroke corresponding to the vehicle to be controlled is the calibrated steering angle corresponding to the actual mechanical stroke of the steering gear, the second stroke difference is used as the steering gear limit stroke; If the first steering angle corresponding to the second stroke difference between the actual mechanical stroke of the steering gear and the first steering gear stroke corresponding to the vehicle to be controlled is not the calibrated steering angle corresponding to the actual mechanical stroke of the steering gear, the first steering gear stroke is adjusted, and the adjusted first steering gear stroke is used as the first steering gear stroke, and the execution step is returned: detect whether the first steering angle corresponding to the second stroke difference between the actual mechanical stroke of the steering gear and the first steering gear stroke corresponding to the vehicle to be controlled is the calibrated steering angle under the actual mechanical stroke of the steering gear, until the steering gear limit stroke is obtained.

13. The steering gear stroke control device according to claim 12, wherein: The steering gear stroke control device is also used for: Detecting whether a second steering angle corresponding to a third stroke difference between the steering gear limit stroke and the second steering gear stroke is the calibrated steering angle; If the second steering angle corresponding to the third stroke difference between the steering gear limit stroke and the second steering gear stroke is the calibrated steering angle, the third stroke difference is used as the steering gear protection stroke; If the second steering angle corresponding to the third stroke difference between the steering gear limit stroke and the second steering gear stroke is not the calibrated steering angle, the second steering gear stroke is adjusted, the adjusted second steering gear stroke is used as the second steering gear stroke, and the execution step is returned to: detect whether the second steering angle corresponding to the third stroke difference between the steering gear limit stroke and the second steering gear stroke is the calibrated steering angle.

14. The steering gear stroke control device according to claim 12, wherein: The steering gear stroke control device is also used for: Acquiring at least one third steering angle according to the calibrated motor driving force of the vehicle to be controlled within a preset calibration time period; Calculating a calibrated steering angle according to each of the third steering angles; According to the calibrated steering angle, the actual mechanical stroke of the steering gear of the vehicle to be controlled is determined.

15. An electronic device, wherein: The electronic device comprises: at least one processor; a memory communicatively coupled to the at least one processor; The memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor so that the at least one processor can perform the steps of the steering gear stroke control method according to any one of claims 1 to 7.

16. A computer-readable storage medium, wherein: The computer-readable storage medium stores a program for implementing a steering gear stroke control method, and the program for implementing a steering gear stroke control method is executed by a processor to implement the steps of the steering gear stroke control method as claimed in any one of claims 1 to 7.

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