CN115402399A

CN115402399A - Locking method, equipment and product for steer-by-wire

Info

Publication number: CN115402399A
Application number: CN202211185154.3A
Authority: CN
Inventors: 刘杰; 邵静; 李�杰; 李文进; 张伟
Original assignee: Shanghai Jidu Automobile Co Ltd
Current assignee: Shanghai Jidu Automobile Co Ltd
Priority date: 2022-09-27
Filing date: 2022-09-27
Publication date: 2022-11-29
Anticipated expiration: 2042-09-27
Also published as: CN115402399B

Abstract

The embodiment of the application provides a steer-by-wire locking method, a steer-by-wire locking device and a steer-by-wire locking product. The method comprises the following steps: the locking device is applied to the steer by wire, and comprises a controller, a clutch and a locking component; the controller is used for determining the running state of the vehicle; adjusting the locking relation between a locking component and a clutch according to the running state of the vehicle; and if the locking relation is an unlocked state, controlling the clutch to be closed according to the state of the steering wheel of the vehicle so as to limit the rotation of the steering wheel. The lock-up restriction of the clutch by the lock-up member may be performed in accordance with the running state of the vehicle in order to avoid the occurrence of the restriction of the steering wheel due to the erroneous operation of the clutch while restricting the steering wheel by the clutch. Even if the clutch has an erroneous closing instruction, the closing of the clutch can be limited by the locking component, and the safety effect and the reliability of the steer-by-wire locking device can be effectively improved.

Description

Locking method, equipment and product for steer-by-wire

Technical Field

The application relates to the technical field of vehicle control, in particular to a steer-by-wire locking method, a steer-by-wire locking device and a steer-by-wire locking product.

Background

In a steer-by-wire system, there is no mechanical connection between the steering wheel and the steered wheels. When the steering action needs to be executed, the corresponding steering action and the moment feedback to the steering wheel need to be executed by means of the steering force feedback actuator and the wheel steering actuator. When the steering wheel of the vehicle is clamped by an obstacle, the steering wheel can be locked in order to avoid unnecessary injury to a steering force feedback actuator, a wheel steering actuator and the like caused by forced rotation of the steering wheel by a user, so that the user can sense that the current steering wheel cannot rotate. However, the reliability of the apparatus that limits the steering wheel is not guaranteed.

Disclosure of Invention

The embodiment of the application provides a steer-by-wire locking method, a steer-by-wire locking device and a steer-by-wire locking product, and aims to achieve the purpose of improving the safety effect of the steer-by-wire locking device.

In a first aspect, an embodiment of the present application provides a steer-by-wire locking method, which is applied to a steer-by-wire locking device, where the device includes a controller, a clutch, and a locking component;

the controller is used for determining the running state of the vehicle;

adjusting the locking relation between a locking component and a clutch according to the running state of the vehicle;

and if the locking relation is an unlocked state, controlling the clutch to be closed according to the state of the steering wheel of the vehicle so as to limit the rotation of the steering wheel.

In this steer-by-wire lock device, in a specific case, when the clutch is in the closed state, the steering wheel rotation can be restricted. However, in the case where the vehicle is normally running or the like, the steering wheel is not allowed to be locked. Therefore, the locking part is used for limiting the closing state of the clutch in the scheme, so that the condition that the clutch is closed by mistake is avoided, and the safety effect of the steer-by-wire system can be effectively improved.

Optionally, the adjusting the locked state between the locking component and the clutch according to the vehicle running state includes:

if the vehicle running state is vehicle running, adjusting the locking relation between the locking component and the clutch to be a locking state so as to limit the clutch to be closed;

and if the vehicle running state is the vehicle stop state, adjusting the locking relation between the locking component and the clutch to be the unlocked state.

It should be noted that when the vehicle speed is detected to be greater than a preset speed threshold (for example, 5 Km/h), the vehicle may be considered to be in a driving state; when it is detected that the vehicle speed is not greater than the preset speed threshold, the vehicle may be considered to be in a stopped state.

When the vehicle normally runs, the driver needs to control the steering wheel through the steering wheel so as to control the running direction of the vehicle. Therefore, when the vehicle normally runs, the steering wheel is not allowed to be limited by closing the clutch, so that the steering wheel of the vehicle is not limited by the locking component, and the safety effect of steer-by-wire is improved.

The vehicle is in a stop state, and can be divided into a vehicle power-off stop and a vehicle power-on pause. When the vehicle is in a power-off stop state and a user does not need to control the steering of the steering wheel through the steering wheel, the locking component does not lock the clutch, the clutch can work as required (for example, whether the clutch is closed or separated can be determined as required), and the clutch can be ensured to perform normal closing and separating actions while the safety and the reliability of the clutch are ensured. Generally speaking, when the vehicle is in outage and stops, in order to meet the requirements of getting on and off the vehicle of a driver, the clutch is set to be in a closed state, the steering wheel can be locked, the fixed steering wheel can provide a hand-held supporting point for the driver to get on and off the vehicle, and the driver can conveniently get on and off the vehicle by holding the steering wheel by hand.

When the vehicle is in a power-on pause state, for example, the vehicle is waiting for a traffic light, or the vehicle stops but the user finishes playing the game by using a steering wheel, or the vehicle is in a trouble-free mode. At this time, although the vehicle speed is not greater than the preset speed threshold, the user still has a demand for turning the steering wheel, and the clutch needs to be locked by the locking component to prevent the clutch from being closed.

Optionally, adjusting the locking relationship between the locking member and the clutch to a locked state includes: and sending a locking signal to the locking component so as to adjust the locking relation to a locking state through a lock tongue in the locking component.

The locking component comprises a bolt structure, and the bolt is controlled by a locking signal. When a locking signal is sent to the locking component, the lock tongue extends out, the clutch component in the clutch is limited, and the lock tongue blocks the clutch component from being closed. Therefore, in the technical scheme, the locking relation of the clutch is adjusted by utilizing the telescopic state of the lock tongue. The clutch can be effectively ensured to be in a safe working state.

Optionally, in response to the lock-up signal, if the lock-up is not successful or the clutch is closed, a lock-up failure prompt message is generated.

After the controller sends the locking signal to the locking component, if the locking component fails to lock the clutch, the situation that the clutch is closed by mistake may occur, and the safety control of the steering wheel is threatened, so that the abnormal situation needs to be reported to a driver and a related safety responsible person in time, and the safety effect of the steering wheel locking device by wire can be improved.

Optionally, after generating the locking failure prompt information, the method further includes: the vehicle travel mode is switched to the automatic driving mode.

Based on the scheme, when the locking component fails to lock the clutch, the situation that the steering wheel is possibly limited to rotate normally due to the fact that the clutch is closed by mistake is shown. Even if the steering wheel is limited by the erroneous closing of the clutch, the driving mode of the vehicle can be switched to the automatic driving mode because the steering wheel and the steering wheel do not have mechanical connection relation in the wire control system, and the steering wheel is controlled under the condition that the steering wheel does not need to be rotated. The safety and controllability of the vehicle steering wheel are ensured, and the safe driving of the vehicle is realized. In addition, in the escape scene, the driver can also switch the vehicle running mode to the automatic driving mode to escape.

Optionally, controlling the clutch to close according to the state of the steering wheel of the vehicle to limit the steering wheel rotation comprises:

if the state of the vehicle steering wheel is the rotation limited state, the drive-by-wire signal between the steering wheel and the steering wheel is forbidden;

controlling the clutch to close to limit steering wheel rotation.

When the vehicle is found to be in a state that the rotation of the steering wheel is limited, the driving capability of the steering wheel to the steering wheel needs to be limited, so that a drive-by-wire signal between the steering wheel and the steering wheel is not used, and the steering wheel cannot be driven to rotate along with the rotation of the steering wheel. Meanwhile, the clutch can be adjusted to be in a closed state, and the rotation of the steering wheel is limited, so that a driver can sense that the steering wheel and the steering wheel cannot rotate. Further improving the effect of limiting the rotation of the steering wheel.

Optionally, controlling the clutch to close according to the vehicle steering wheel state comprises:

determining a limit angle that limits the steering wheel when the clutch is closed;

when the steering wheel rotates in the limited angle range, the clutch is controlled to be separated, and the locking component is controlled to lock the separated clutch.

In practice, when it is found that the steering wheel is jammed and cannot be turned in a certain direction, if it is detected that the driver still turns the steering wheel in that direction, the turning of the steering wheel is restricted by the clutch being closed. If the intention of a driver to rotate the steering wheel in the direction opposite to the limiting direction is detected, the clutch is separated and locked by the locking component, and the user is allowed to rotate in the reverse direction. The steering of the steering wheel is reliably controlled through the clutch and the locking component.

It should be noted that, if the vehicle is in a escaping scene, the position where the steering wheel is stuck may change along with the repeated rotation of the steering wheel, so that when the blocking torque detected by the steering wheel changes (for example, decreases or disappears), the limiting angle is recalibrated, and the limiting angle is adaptively adjusted.

Optionally, if the locking relationship between the locking member and the clutch is a locking state and a control signal for controlling the clutch to be closed is detected, the locking member limits the clutch to be closed, the clutch cannot be closed, and an error prompt message is generated.

At this time, the working state of the locking component is inconsistent with the working state of the clutch (in other words, the working state of the locking component is inconsistent with the working state of the clutch), and if the locking component or the clutch is in a wrong working state (possibly, a signal error of the locking component or a contradiction caused by various errors such as a signal error of the clutch) occurs, an error prompt message needs to be sent to a driver and a related technician to troubleshoot the problem, so as to guide the technician to solve the problem of the wrong working state.

determining an adjusted steering angle limit position in response to a steering ratio adjustment request;

and when the state of the steering wheel of the vehicle is matched with the limit position of the steering angle, controlling the clutch to be closed so as to limit the rotation of the steering wheel.

In practical application, a driver can adjust the steering ratio between the steering wheel and the steering wheel according to the driving or entertainment requirements of the driver. The steering angle limit position of the steering wheel after adjustment can be limited through the clutch, and when the sensor detects that the steering wheel rotates to the steering angle limit position, the clutch is closed to prevent the steering wheel from rotating continuously. By utilizing the scheme, the steering ratio adjusting process can be effectively simplified, and the steering ratio adjusting efficiency is improved while the diversified demands of users are met.

In a second aspect, an embodiment of the present application provides a steer-by-wire locking apparatus, including: the clutch is connected with a pipe column of the steering wheel, and the locking component is arranged adjacent to the clutch;

the clutch comprises a first clutch part and a second clutch part;

when the second clutch component is located at a first position, the first clutch component and the second clutch component are closed, and the steering wheel is limited to rotate;

when the second clutch component is located at the second position, the first clutch component is separated from the second clutch component, and the locking component locks the second clutch component to prevent the first clutch component and the second clutch component from being closed.

Optionally, the locking component comprises a locking mechanism and a locking tongue;

and when the running state of the vehicle is the running state, the second clutch component is locked at the separation position through the lock tongue. The second clutch component is locked at the separation position by the lock tongue, the situation that the second clutch component is closed by mistake under the control of wrong control signals is avoided, or the situation that the locking component is closed by mistake due to mechanical faults is avoided, and the safety effect of the steer-by-wire locking device can be effectively improved.

Alternatively, when the vehicle running state is the running state, if the lock-up member is in the lock-up state and the clutch is in the closed state, the vehicle running mode is switched to the automatic driving mode.

Optionally, if the vehicle steering wheel state is a rotation-limited state, the clutch is controlled to be closed to limit the rotation of the steering wheel.

Alternatively, if a steering ratio adjustment request is received, the clutch is controlled to be closed to restrict the steering wheel from rotating when the steering wheel rotates to the steering angle limit position after the steering ratio is adjusted.

In a third aspect, an embodiment of the present application provides a vehicle apparatus, including: the steering wheel driving device comprises a vehicle body, a steering wheel, a sensor and a first driving motor for driving the steering wheel;

the vehicle body is provided with a memory, a controller, a communication assembly and a man-machine interaction device;

the memory to store one or more computer instructions; the controller is to execute the one or more computer instructions to: the steps in the steer-by-wire locking method are performed.

In a fourth aspect, embodiments of the present application provide a computer program product stored thereon, which when executed, enables the steps of the steer-by-wire locking method to be implemented.

The method, the device and the product for locking the steer-by-wire steering wheel are applied to the steer-by-wire locking device, wherein the device comprises a controller, a clutch and a locking component; the controller is used for determining the running state of the vehicle; adjusting the locking relation between a locking component and a clutch according to the running state of the vehicle; if the locking relation is an unlocked state, controlling the clutch to be closed according to the state of the steering wheel of the vehicle so as to limit the rotation of the steering wheel; and if the locking relationship is in a locking state, when the clutch receives a closing instruction, the clutch is limited to be closed through the locking component. With the above arrangement, the steering wheel is restricted by the clutch, and the lock-up restriction of the clutch by the lock-up member can be performed in accordance with the running state of the vehicle in order to avoid the situation where the steering wheel is restricted by the erroneous operation of the clutch. Even if the clutch has an erroneous closing instruction, the closing of the clutch can be limited by the locking component, and the safety effect and the reliability of the steer-by-wire locking device can be effectively improved.

Drawings

The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the application and together with the description serve to explain the application and not to limit the application. In the drawings:

FIG. 1 is a schematic structural diagram of a steer-by-wire system of a vehicle according to an embodiment of the present disclosure;

fig. 2 is a schematic structural diagram of a steer-by-wire locking apparatus according to an embodiment of the present disclosure;

3a, 3b are schematic diagrams of a locking component and a clutch operating state according to an embodiment of the present application;

fig. 4 is a schematic flowchart of a steer-by-wire locking method according to an embodiment of the present disclosure;

FIG. 5 is a schematic structural diagram of a vehicle device provided in an embodiment of the present application;

fig. 6 is a schematic view of a steer-by-wire locking device according to an embodiment of the present application.

Detailed Description

In order to make the technical solutions of the present invention better understood, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention.

In some of the flows described in the specification, claims, and above-described figures of the present invention, a number of operations are included that occur in a particular order, which operations may be performed out of order or in parallel as they occur herein. The sequence numbers of the operations, e.g., 101, 102, etc., are used merely to distinguish between the various operations, and do not represent any order of execution per se. Additionally, the flows may include more or fewer operations, and the operations may be performed sequentially or in parallel. It should be noted that, the descriptions of "first", "second", etc. in this document are used for distinguishing different messages, devices, modules, etc., and do not represent a sequential order, nor limit the types of "first" and "second" to be different.

Firstly, it should be noted that the technical solution of the present application is implemented based on a vehicle steer-by-wire system. Fig. 1 is a schematic structural diagram of a vehicle steer-by-wire system according to an embodiment of the present application. As can be seen from fig. 1, the vehicle steer-by-wire system includes three main parts, namely a column assembly 1, a steering actuation assembly 2 and a controller (Electronic Control Unit, ECU, electronic Control Unit), and if necessary, further includes auxiliary systems such as a power supply.

The pipe string assembly 1 includes a steering wheel 11, sensors 12 (including, for example, a rotation angle sensor, a torque sensor, an angular velocity sensor, etc.), a first drive motor 13 of the steering wheel. The steering wheel, the sensor and the first driving motor are connected through the pipe column. The main function of the pipe string assembly is to communicate the driver's steering intent (e.g., by measuring the steering wheel angle) to the controller; meanwhile, a moment control signal sent by the controller is received, and steering wheel aligning moment is generated so as to provide corresponding hand feeling and/or road feeling information for a driver. The steering execution assembly comprises a front wheel steering angle sensor, a steering wheel driving motor controller, a front wheel steering component (such as a rack and a pull rod mechanical assembly) and the like. The steering execution assembly 2 is used for receiving a command of the controller, and controlling the steering wheel to rotate by the steering wheel driving motor controller, so as to realize the steering intention of the driver.

For the convenience of understanding, the technical solutions of the present application will be described below with reference to specific embodiments.

Fig. 2 is a schematic structural diagram of a steer-by-wire locking device according to an embodiment of the present application. As can be seen in fig. 2, the device comprises a clutch 22 connected to the stem 223 of the steering wheel, and a locking member 23 arranged adjacent to said clutch 22.

The clutch 22 includes a first clutch member 221 and a second clutch member 222.

When the second clutch member 222 is in the first position, the first clutch member 221 and the second clutch member 222 are closed to restrict the rotation of the steering wheel.

When the second clutch member 222 is located at the second position, the first clutch member 221 is separated from the second clutch member 222, and the locking member 23 locks the second clutch member 222 to prevent the first clutch member 221 and the second clutch member 222 from being closed.

The vehicle further includes: and the controller 21 is used for respectively controlling the working states of the clutch 22 and the locking component 23 according to the judgment results of the running state of the vehicle and the state of the steering wheel of the vehicle. The first position is an engaging position of the clutch, and the second position is a disengaging position of the clutch.

For ease of understanding, the main structural relationship related to the steering wheel in the steer-on-wire system is described below with reference to fig. 2. The steering wheel is mechanically connected to the first drive motor 13 and the clutch 22 via a column. As described above, the first drive motor is used to generate a feedback drive force to the steering wheel 24, thereby allowing the driver to perceive the feedback force generated by the steered wheels. In other words, the feedback driving force received by the steering wheel 24 is realized by the first drive motor 13 in an analog manner. In some cases, such as when the vehicle is sunk into sand or a puddle, the steering wheel cannot rotate, and if the user does not know the situation and frequently rotates the steering wheel with force, the steering wheel, the first driving motor, the column, the rack and other components may be damaged. Thus, the steering wheel can be locked by the clutch, and the locked steering wheel can not rotate in a certain direction any more (can rotate in a reverse direction or can rotate within a certain angle range), or the steering wheel can not rotate at all due to complete locking.

The locking member 23 may be any of various members capable of performing a locking action, such as an electromagnetic lock, a pneumatic lock, and a hydraulic lock.

The clutch 22 may be an electromagnetic clutch, a hydraulic clutch, a pneumatic clutch, a mechanical clutch, or the like. The working principle of the clutch part in the clutch can comprise embedded closing, friction type suction (for example, the clutch part is in a clutch plate form) and the like. The present application will be described with reference to a friction clutch including two clutch plates.

In practical applications, the clutch 22 performs a limiting action on the steering wheel after being determined according to various conditions. However, it is inevitable that the clutch 22 is erroneously closed due to a wrong condition, a wrong detection, a disturbance, or the like. If a false closure occurs, it indicates that the driver will no longer be able to turn the steering wheel. Thus, to avoid the occurrence of a clutch false-close condition, the clutch may be locked with a locking member. The clutch locked by the locking part can not be closed, so that the steering wheel can work normally; even if the clutch receives the error signal or executes the error action, the normal operation of the steering wheel cannot be limited. Specifically, the locked and unlocked states of the clutch by the locking member will be exemplified by the following embodiments.

It should be noted that the operating state of the lock member (whether it is the extended state or the retracted state) and the operating state of the clutch are controlled by the controller. The controller determines the working states of the clutch and the locking component by integrating the running state of the vehicle, the state of the steering wheel of the vehicle and the like. For example, when the vehicle is in a driving state, the steering wheel is not allowed to be restricted by the clutch. Once the limited driver cannot control and adjust the direction of the running vehicle, the safety of the vehicle is threatened, so when the controller judges that the current vehicle running state is in the running state, the locking component is controlled to lock the clutch.

Fig. 3a and 3b are schematic diagrams of an operating state of a locking component and a clutch according to an embodiment of the present application. FIG. 3a shows the clutch restricting the steering wheel when the clutch is in a closed state; 3b shows the clutch in the disengaged state, the locking member locks the clutch and the steering wheel can rotate normally. The clutch 22 includes: a first clutch part 221 and a second clutch part 222. Wherein the first clutch part 221 is connected with the pipe column 223; when the first clutch part 221 and the second clutch part 222 are in a closed state, the steering wheel is limited to rotate; when the first clutch member 221 and the second clutch member 222 are disengaged, a feedback force between the steering wheel and the torque generator (i.e., the first driving motor 13) is fed back through the column 223.

In practical applications, the first clutch member 221 is connected to the tubular column 223, and the second clutch member 222 can move in a direction toward or away from the first clutch member. When the first clutch component and the second clutch component are in a separated state, the second clutch component is located close to the locking component. As can be seen from fig. 3b, the locking member 23 includes a locking mechanism 231 (e.g., an electromagnetic mechanism) and a locking tongue 232. When the clutch needs to be locked by the locking component 23, the locking tongue 232 extends out under the driving of the locking mechanism 231 to lock the second clutch component, and even if the clutch is driven to be closed by a driving signal, the second clutch component cannot be closed with the first clutch component under the blocking action of the locking tongue. The locking part plays a good precaution role, and can effectively reduce or prevent the problem of the erroneous closing of the clutch. Generally speaking, when the vehicle running state is the driving state, the steering wheel is guaranteed to be capable of normally working (for example, a driver can rotate according to needs), then the second clutch component is locked at the separation position through the lock tongue, so that the situation that the steering wheel is limited in the driving process of the vehicle is avoided, and the safety effect of the steer-by-wire locking device can be effectively improved.

In one or more embodiments of the present application, when the vehicle running state is a running state, if the locking member is in a locked state and the clutch is in a closed state, the vehicle running mode is switched to an automatic driving mode.

In practical application, if the locking component is in a locking state and the clutch is in a closed state, the locking of the locking component of the current vehicle is failed. That is to say, the clutch is in the actuation state at present, and the steering wheel can't normally rotate, and the driver also can't control the vehicle through controlling the steering wheel. However, in the steer-by-wire system, the steering wheel in the upper steering system and the steering wheel in the lower steering system do not have a direct mechanical connection, so that the steering wheel can normally rotate even if the steering wheel cannot normally rotate. Therefore, the vehicle running mode can be switched to the automatic driving mode, and the steering wheels in the lower steering system are directly controlled by the controller.

In one or more embodiments of the present application, if the vehicle steered wheel state is a rotation-restricted state, the clutch is controlled to be closed to restrict rotation of the steering wheel.

In practical application, the rotation-limited state can be understood as that the steering wheel of the vehicle is blocked and cannot normally rotate, and if the steering wheel is forcibly rotated to control the rotation of the steering wheel, the motor, the rack and other precision devices are easily damaged, for example, the control precision of the vehicle is influenced, or certain parts are damaged. Thus, the rotation of the steering wheel can be restricted by the clutch, and specifically, by controlling the clutch to be engaged.

In one or more embodiments of the present application, if a steering ratio adjustment request is received, the clutch is controlled to be closed to restrict the steering wheel from rotating when the steered wheels are rotated to the steering angle limit position after the steering ratio is adjusted.

In practical application, the upper and lower steering systems in the steer-by-wire system do not have a direct mechanical connection relationship, and a user can adjust the steering ratio according to needs. It will be readily appreciated that the maximum angle that the steering wheel is allowed to turn varies for different steering ratios, for example, there may be 360 ° of steering ratio and 180 ° of steering ratio. Therefore, after the steering ratio is adjusted, the rotation of the steering wheel can be limited by the clutch attraction according to the steering angle limit position corresponding to the latest steering ratio.

Fig. 4 is a schematic flowchart of a steer-by-wire locking method according to an embodiment of the present application. The method can be applied to a steer-by-wire locking device on a vehicle, which includes a controller, a clutch, and a locking member.

The method specifically comprises the following steps:

step 401: the controller is used for determining the vehicle running state.

Step 402: and adjusting the locking relation between the locking component and the clutch according to the running state of the vehicle.

Step 403: and if the locking relation is an unlocked state, controlling the clutch to be closed according to the state of the steering wheel of the vehicle so as to limit the rotation of the steering wheel.

And if the locking relationship is in a locking state, when the clutch receives a closing instruction, the clutch is limited to be closed through the locking component.

In practical application, the controller can control the working states of the clutch and the locking component according to the collected running state of the vehicle and the state of the steering wheel of the vehicle. Wherein,

the clutch is used to restrict the rotation of the steering wheel. When the clutch is in a closed state, the steering wheel is limited to rotate; when the clutch is in a disengaged state, the steering wheel rotates within a certain range under the constraint of the rack because the rotation range of the steering wheel is limited by the effective stroke of the rack.

The locking part is used for locking the clutch, and when a lock tongue in the locking part extends out, the clutch is locked, so that the clutch can be prevented from being closed. When the latch bolt in the locking component retracts, the clutch can be freely closed or separated as required.

The running state of the vehicle, which includes a running state and a stationary state, can be determined in various ways, such as by a gyroscope, by a vehicle gear, by an acceleration sensor, and the like.

The vehicle steering wheel state comprises a free rotation state, a state of incapability of rotating in a certain direction or angle, a state of incapability of rotating at all and the like within a preset calibration range.

In one or more embodiments of the present application, the adjusting the locked state between the locking member and the clutch according to the vehicle running state includes: if the vehicle running state is vehicle running, adjusting the locking relation between the locking component and the clutch to be a locking state so as to limit the clutch to be closed; and if the vehicle running state is the vehicle stop, adjusting the locking relationship between the locking component and the clutch to be the unlocked state.

In practical applications, if the vehicle is in motion, it means that the driver needs to control the motion direction of the vehicle through the steering wheel. Therefore, when the controller detects that the vehicle is in a running state or receives information that the vehicle speed is not zero and the like, the controller controls the locking component to lock the clutch.

For example, when the driver finishes starting the vehicle, adjusts the gear to the forward gear or the reverse gear, the controller senses that the vehicle is ready to run, the clutch is separated, and the locking component is controlled to lock the clutch, namely the locking relationship between the locking component and the clutch is a locking state.

If the vehicle is in the power-off stop state, which indicates that the current driver has no control demand on the steering wheel, the clutch can be controlled to be closed by the controller, so that the steering of the steering wheel is limited. Of course, if the vehicle is not powered off in a stopped state, such as in a game mode, the clutch will not be engaged and the steering of the steering wheel will not be restricted.

For example, when the vehicle is stopped from traveling (the vehicle speed is reduced to zero, or the shift position is changed from the forward or reverse position to the neutral position N or the parking position P), the lock member is changed from the locked state to the unlocked state (the latch is adjusted from the extended state to the retracted state), and then the clutch is adjusted from the released state to the closed state, so that the clutch restricts the steering of the steering wheel.

It should be noted that different output ports of the same controller can be respectively in signal connection with the clutch and the locking component, so that the working states of the clutch and the locking component can be controlled by the same controller, and the working turntable of the clutch and the locking component cannot be simultaneously controlled by the same output port. Because if the command output by the output port is wrong, the wrong conditions that the clutch is closed and the locking component is locked can be caused; the locking member does not have a safety effect of preventing the occurrence of the malfunction of the clutch. Preferably, different output ports correspond to different detection and judgment algorithms of the vehicle running state and the vehicle steering wheel state. Of course, the locking part and the clutch can be controlled by the two controllers respectively, mutual interference is avoided, and the safety protection effect that the clutch is placed by the locking part and is closed by mistake is improved.

In one or more embodiments of the present application, adjusting a lockup relationship between the lockup member and the clutch to a lockup state includes: and sending a locking signal to the locking component so as to adjust the locking relation to a locking state through a lock tongue in the locking component.

As described above, when the vehicle is in a driving state or the vehicle is in an inspection state, there is a need for turning the steering wheel or the steering wheel. After the controller learns that the vehicle is in the state of traveling or overhauls the state, the controller sends locking signal to the locking part, and the locking part spring bolt stretches out, restricts the second separation and reunion part, realizes the locking to the clutch through the spring bolt of locking part. The above-mentioned condition for sending the locking signal is taken as an example and does not constitute a display of the present invention, and in practical applications, the controller sends the locking signal to the locking component in case of a demand for turning the steering wheel.

In one or more embodiments of the present application, in response to the lock-up signal, a lock-up failure prompt is generated if lock-up is unsuccessful or the clutch is closed.

Under the condition that the clutch needs to be locked, if the locking component is controlled by the controller, the clutch cannot be successfully locked, or the clutch is found to be in a closed state when the locking component wants to be locked, the locking component is considered to be failed to be locked, and a locking failure prompt message is sent to a driver and/or a related technician so as to guide the driver and/or the related technician to check the problem of locking failure. The condition that the clutch is closed by mistake is effectively prevented.

In one or more embodiments of the present application, after generating the locking failure prompt message, the method further includes: the vehicle travel mode is switched to the automatic driving mode.

As described above, if a locking failure is found during the running of the vehicle and the problem cannot be solved immediately after the locking failure prompt message is sent, the driving authority may be adjusted to ensure the safety of the vehicle. And switching the driving mode of the vehicle into an automatic driving mode, and automatically controlling the vehicle to run towards the destination or automatically controlling the vehicle to stop safely alongside. According to the scheme, when the clutch is closed wrongly and the locking component cannot prevent the wrong closing in time, the steering wheel and the steering wheel are not in a mechanical connection relationship in the steer-by-wire system, so that the steering wheel is prevented from rotating, but the steering wheel is not prevented from rotating, and therefore the safe running of the vehicle can be ensured by switching the running mode. Thereby further improving the safety effect of the steering wheel locking apparatus.

For example, in general, a vehicle controls the clutch to be disengaged before starting, and then locks the clutch by a locking member. However, it may happen that the clutch is not locked by the locking component due to some reasons (e.g., signal interference, generation of a wrong command indicating that the locking component is unlocked and indicating that the clutch is closed, or various unpredictable factors such as failure of clutch disengagement), and the controller will attempt to control the locking component to lock the clutch after a problem is discovered. If the locking fails, the driver cannot safely and effectively control the vehicle. Although the clutch locks the steering wheel due to some error, the steering wheel and the steering wheel in the steer-by-wire system do not have a mechanical connection, which means that the steering wheel can be controlled to rotate even if the steering wheel is restricted. At this time, in order to ensure the safety of the vehicle, the vehicle may be switched to an automatic driving mode, and the vehicle steering wheel may be controlled so that the vehicle travels toward a destination or stops at a nearby place.

In one or more embodiments of the present application, controlling the clutch to be closed according to a state of a steering wheel of a vehicle to restrict rotation of the steering wheel includes: if the state of the vehicle steering wheel is the rotation limited state, the drive-by-wire signal between the steering wheel and the steering wheel is forbidden; and controlling the clutch to be closed so as to limit the rotation of the steering wheel.

As can be seen from the foregoing, in the steer-by-wire system, there is no mechanical connection between the steering wheel and the steered wheels. When the steering wheel needs to be locked, in order to avoid the situation that the locked steering wheel generates driving force to the steering wheel under the intentional or unconscious rotation of a driver and damages to the steering wheel and related mechanical parts, the drive-by-wire signal transmission capacity between the steering wheel and the steering wheel can be obstructed, namely, under the condition that the clutch is closed and the steering wheel is limited to rotate, even if the driver slightly rotates the steering wheel, the steering wheel cannot rotate along with the steering wheel, and the protection effect on the steering wheel and the related mechanical parts can be further improved.

In one or more embodiments of the present application, further comprising: determining a limit angle at which the steering wheel is limited when the clutch is closed; when the steering wheel rotates in the limited angle range, the clutch is controlled to be separated, and the locking component is controlled to lock the separated clutch.

In practical application, if the current vehicle is in the escaping mode (for example, the vehicle automatically judges that the current vehicle is in the escaping mode or the driver triggers the starting of the escaping mode), after the steering wheel rotates by a certain angle, one side is firstly found to be blocked (for example, when the steering wheel detects that the blocking torque is larger than a certain threshold value), when the steering wheel is continuously rotated, the rotation of the steering wheel is limited through the clutch, the angle calibration is carried out on the steering wheel, and the corresponding limiting angle when the rotation of the steering wheel is limited is recorded. When the intention of reverse rotation of the steering wheel is sensed (for example, the steering wheel is subjected to a force of reverse rotation), the clutch is disengaged, and the locking component is controlled to lock the clutch, so that the steering wheel is allowed to rotate reversely. The user needs to turn within the limited angular range during subsequent turns of the steering wheel. In addition, the limiting angle can be flexibly adjusted according to needs, for example, when the clamped position of the steering wheel changes, and the detected blocking torque changes (for example, reduces or disappears), the limiting angle can be calibrated again, and the limiting angle can be adaptively adjusted.

For example, when the vehicle is trapped in sand or a puddle, the steering wheel is limited in steering, that is, cannot be steered over a wide range, but it is possible to attempt steering over a small range. Because of the need for a vehicle to get out of position, the vehicle steering wheel needs to rotate within a certain range. It is assumed that the steerable wheels can be turned through sixty degrees (e.g., 0-60, where 0 can be any position). When the steering wheel is detected to rotate to 60 degrees, the clutch is closed, and the steering wheel is limited to rotate. When the clutch is rotated in a range of less than 60 degrees, the clutch is disengaged, and the clutch is locked by the locking member, preventing the clutch from being closed. The driver controls the vehicle to get rid of the trouble, or the vehicle starts the trouble getting rid of the trouble automatically by the mode of getting rid of the trouble. Through the scheme, the rotation of the steering wheel is limited by the clutch, so that the steering wheel and related mechanical parts can be effectively protected, and the steering wheel is allowed to rotate within a safety range, so that a driver can control the vehicle to finish given tasks such as escaping from a difficult environment and the like.

In one or more embodiments of the present application, further comprising: and if the locking relationship between the locking component and the clutch is a locking state and a control signal for controlling the clutch to be closed is detected, the locking component limits the clutch to be closed, and error prompt information is generated.

In practical application, when the clutch is locked by the locking component, the clutch is ensured to be in a separated state. When the locking component finishes the locking work, if a control signal for controlling the clutch to be closed appears, and the working state of the locking component and the control signal of the clutch have a contradiction relation, the control signal may be an error signal or the working state of the locking component is in error. The driver or the related technician needs to be informed in time to check the error condition. The safe driving of the vehicle is prevented from being influenced.

In one or more embodiments of the present application, controlling the clutch to be closed according to a state of a steering wheel of a vehicle to restrict rotation of the steering wheel includes: determining an adjusted steering angle limit position in response to a steering ratio adjustment request; and when the state of the steering wheel of the vehicle is matched with the limit position of the steering angle, controlling the clutch to be closed so as to limit the rotation of the steering wheel.

In some vehicles, different driving experiences and driving modes can be provided for users. For example, the user may want to experience the driving mode of racing car, and further may change the steering wheel to a car-like steering wheel similar to a rectangle. Accordingly, the steering ratio of the steering wheel in the racing driving mode is different from the steering ratio in the normal driving mode, which means that when the steering wheel is rotated through the same angle (e.g. 90 °), the steering wheel is rotated through 360 ° in the normal driving mode and through 90 ° in the racing driving mode.

For example, when a driver sends a switching instruction for switching from a normal driving mode to a racing driving mode to a vehicle through a center console, the vehicle adjusts relevant performances and parameters according to requirements, wherein a steering ratio is used as one of a plurality of parameters to be adjusted. In response to a steering ratio adjustment request from the controller, the steering ratio in the racing mode may be known and the extreme position of the steering wheel adjusted accordingly. When the steering wheel is rotated to an adjusted steering angle limit position (e.g., 90 deg. limit position), the clutch will close, limiting further rotation of the steering wheel.

If the driver wants to change from the racing mode to the normal driving mode, the steering angle limit position of the steering wheel is also changed from 90 ° to 360 °, and in the normal driving mode, when the steering wheel is rotated 360 °, the clutch is closed to restrict the steering wheel from further rotation.

Fig. 5 is a schematic structural diagram of a vehicle device provided in an embodiment of the present application, and as shown in fig. 5, the vehicle device includes: a memory 501 and a controller 502. Here, the memory 501 may be a memory independent from the controller 502, or may be a memory built in the controller 502. Fig. 5 shows a schematic structural diagram of a vehicle device in which a memory 501 is independent of a controller 502, which is only used for illustration and does not limit the technical solution of the present application.

The memory 501 is used to store computer programs and may be configured to store other various data to support operations on the vehicle devices. Examples of such data include instructions for any application or method operating on the vehicle device, contact data, phone book data, messages, pictures, videos, and so forth.

The Memory 501 may be implemented by any type of volatile or nonvolatile Memory device or combination thereof, such as Static Random-Access Memory (SRAM), electrically Erasable Programmable Read-Only Memory (EEPROM), erasable Programmable Read-Only Memory (EPROM), programmable Read-Only Memory (PROM), read-Only Memory (ROM), magnetic Memory, flash Memory, magnetic disk or optical disk.

The vehicle apparatus further includes: a human-computer interaction device 503. A controller 502, coupled to the memory 501, for executing computer programs in the memory 501 for:

determining a vehicle running state;

adjusting the locking relation between the locking component and the clutch according to the vehicle running state;

Optionally, the controller 502 is further configured to adjust a locking relationship between the locking component and the clutch to be a locking state to limit the clutch to be closed if the vehicle running state is vehicle running;

and if the vehicle running state is the vehicle stop, adjusting the locking relationship between the locking component and the clutch to be the unlocked state.

Optionally, the controller 502 is further configured to send a locking signal to the locking component to adjust the locking relationship to a locked state through a locking tongue in the locking component.

Optionally, the controller 502 is further configured to generate a lock-up failure prompt message in response to the lock-up signal if lock-up is not successful or the clutch is closed.

Alternatively, after the lock-up failure notice information is generated, the controller 502 is also configured to switch the vehicle travel mode to the automatic drive mode.

Optionally, the controller 502 is further configured to disable the steer-by-wire signal between the steering wheel and the steered wheel if the vehicle steered wheel status is a rotation-limited status;

and controlling the clutch to be closed so as to limit the rotation of the steering wheel.

Optionally, the controller 502 is further configured to determine a limiting angle for limiting the steering wheel when the clutch is closed;

Optionally, the controller 502 is further configured to limit the clutch to be closed through the locking member and generate an error prompt message if the locking relationship between the locking member and the clutch is a locking state and a control signal for controlling the clutch to be closed is detected.

Optionally, the controller 502 is further configured to determine an adjusted steering angle limit position in response to the steering ratio adjustment request;

The aforementioned human-computer interaction device 503 in fig. 5 includes a screen, which may include a Liquid Crystal Display (LCD) and a Touch Panel (TP). If the screen includes a touch panel, the screen may be implemented as a touch screen to receive an input signal from a user. The touch panel includes one or more touch sensors to sense touch, slide, and gestures on the touch panel. The touch sensor may not only sense the boundary of a touch or slide action, but also detect the duration and pressure associated with the touch or slide operation.

The audio component 504 of fig. 5 above may be configured to output and/or input audio signals. For example, the audio component includes a Microphone (MIC) configured to receive an external audio signal when the device in which the audio component is located is in an operational mode, such as a call mode, a recording mode, and a voice recognition mode. The received audio signal may further be stored in a memory or transmitted via a communication component. In some embodiments, the audio assembly further comprises a speaker for outputting audio signals.

Further, as shown in fig. 5, the vehicle apparatus further includes: communication component 505, power component 506, and the like. Only some of the components are schematically shown in fig. 5, and it is not intended that the vehicular apparatus includes only the components shown in fig. 5.

The communication component 505 of fig. 5 described above is configured to facilitate wired or wireless communication between the device in which the communication component resides and other devices. The device in which the communication component is located may access a wireless network based on a communication standard, such as WiFi,2G, 3G, 4G, or 5G, or a combination thereof. In one exemplary embodiment, the Communication component may be implemented based on Near Field Communication (NFC) technology, radio Frequency Identification (RFID) technology, infrared Data Association (IrDA) technology, ultra Wide Band (UWB) technology, bluetooth technology, and other technologies.

The power supply unit 506 provides power to various components of the device in which the power supply unit is located. The power components may include a power management system, one or more power supplies, and other components associated with generating, managing, and distributing power for the device in which the power component is located.

Fig. 6 is a schematic view of a steer-by-wire locking device provided in an embodiment of the present application, and as shown in fig. 6, the steer-by-wire locking device includes:

the locking device is applied to the steer by wire, and comprises a controller, a clutch and a locking component;

the controller comprises a determination module 61 for determining the vehicle operating state.

The adjusting module 62 is used for adjusting the locking relation between the locking component and the clutch according to the vehicle running state;

and the control module 63 is used for controlling the clutch to be closed according to the state of the steering wheel of the vehicle to limit the rotation of the steering wheel if the locking relation is in an unlocked state.

Optionally, the adjusting module 62 is configured to adjust a locking relationship between the locking component and the clutch to be a locking state to limit the clutch to be closed if the vehicle operating state is vehicle driving;

Optionally, the adjusting module 62 is further configured to send a locking signal to the locking component, so as to adjust the locking relationship to a locked state through a locking tongue in the locking component.

Optionally, the generating module 64 is further included for generating a lock-up failure prompt message in response to the lock-up signal if the lock-up is not successful or the clutch is closed.

Optionally, a switching module 65 is further included for switching the vehicle running mode to the automatic driving mode after the lock failure prompt information is generated.

Optionally, the control module 63 is configured to disable the steer-by-wire signal between the steering wheel and the steered wheel if the state of the steered wheel of the vehicle is a rotation-limited state; and controlling the clutch to be closed so as to limit the rotation of the steering wheel.

Optionally, the control module 63 is configured to determine a limiting angle for limiting the steering wheel when the clutch is closed;

Optionally, the generating module 64 is further configured to, if the locking relationship between the locking member and the clutch is a locking state and a control signal for controlling the closing of the clutch is detected, limit the closing of the clutch by the locking member, and generate an error prompt message.

Optionally, a control module 63 for determining an adjusted steering angle limit position in response to a steering ratio adjustment request;

The embodiment of the application is applied to the steer-by-wire locking equipment, and the equipment comprises a controller, a clutch and a locking component; the controller is used for determining the running state of the vehicle; adjusting the locking relation between a locking component and a clutch according to the running state of the vehicle; if the locking relation is an unlocked state, controlling the clutch to be closed according to the state of the steering wheel of the vehicle so as to limit the rotation of the steering wheel; and if the locking relationship is in a locking state, when the clutch receives a closing instruction, the clutch is limited to be closed through the locking component. According to the scheme, the steering wheel is limited by the clutch, and meanwhile, the situation that the steering wheel is limited due to misoperation of the clutch is avoided, the clutch can be locked and limited by the locking component according to the running state of the vehicle. Even if the clutch has an erroneous closing instruction, the closing of the clutch can be limited by the locking component, and the safety effect and the reliability of the steer-by-wire locking device can be effectively improved.

Accordingly, the present application also provides a computer readable storage medium storing a computer program, where the computer program is capable of implementing the steps that can be executed by the vehicle device in the foregoing method embodiments when executed.

As will be appreciated by one skilled in the art, embodiments of the present invention may be provided as a method, system, or computer program product. Accordingly, the present invention may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the present invention may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein.

The present invention is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each flow and/or block of the flow diagrams and/or block diagrams, and combinations of flows and/or blocks in the flow diagrams and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a controller of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the controller of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.

These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.

These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.

In a typical configuration, a computing device includes one or more Controllers (CPUs), input/output interfaces, network interfaces, and memory.

The memory may include forms of volatile memory in a computer readable medium, random Access Memory (RAM) and/or non-volatile memory, such as Read Only Memory (ROM) or flash memory (flash RAM). Memory is an example of a computer-readable medium.

Computer-readable media, including both non-transitory and non-transitory, removable and non-removable media, may implement information storage by any method or technology. The information may be computer readable instructions, data structures, modules of a program, or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static Random Access Memory (SRAM), dynamic Random Access Memory (DRAM), other types of Random Access Memory (RAM), read Only Memory (ROM), electrically Erasable Programmable Read Only Memory (EEPROM), flash memory or other memory technology, compact disc read only memory (CD-ROM), digital Versatile Discs (DVD) or other optical storage, magnetic cassettes, magnetic disk storage or other magnetic storage devices, or any other non-transmission medium that can be used to store information that can be accessed by a computing device. As defined herein, a computer readable medium does not include a transitory computer readable medium such as a modulated data signal and a carrier wave.

It should also be noted that the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising a … …" does not exclude the presence of another identical element in a process, method, article, or apparatus that comprises the element.

The above description is only an example of the present application and is not intended to limit the present application. Various modifications and changes may occur to those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application should be included in the scope of the claims of the present application.

Claims

1. A steer-by-wire locking method is characterized in that the method is applied to a steer-by-wire locking device, wherein the device comprises a controller, a clutch and a locking component;

the controller is used for determining the running state of the vehicle;

2. The method of claim 1, wherein adjusting the lockup state between the lockup member and the clutch based on the vehicle operating state comprises:

3. The method of claim 2, wherein adjusting the lockup relationship between the lockup member and the clutch to a lockup state comprises:

and sending a locking signal to the locking component to adjust the locking relation into a locking state through a lock tongue in the locking component.

4. The method of claim 3, further comprising:

and responding to the locking signal, and if the locking is not successful or the clutch is closed, generating locking failure prompt information.

5. The method of claim 4, wherein after generating the locking failure prompt message, further comprising: the vehicle travel mode is switched to the automatic driving mode.

6. The method of claim 1, wherein controlling the clutch to close to limit steering wheel rotation based on vehicle steering wheel conditions comprises:

7. The method of claim 1, wherein controlling the clutch to close based on vehicle steering wheel status comprises:

determining a limit angle at which the steering wheel is limited when the clutch is closed;

when the steering wheel rotates within the limited angle range, the clutch is controlled to be disengaged, and the locking component is controlled to lock the disengaged clutch.

8. The method of claim 1, further comprising:

and if the locking relation between the locking component and the clutch is a locking state and a control signal for controlling the clutch to be closed is detected, the locking component limits the clutch to be closed, and error prompt information is generated.

9. The method of claim 1, wherein controlling the clutch to close to limit steering wheel rotation based on vehicle steering wheel conditions comprises:

10. A steer-by-wire locking apparatus, the apparatus comprising: the clutch is connected with a pipe column of the steering wheel, and the locking component is arranged adjacent to the clutch;

the clutch comprises a first clutch part and a second clutch part;

when the second clutch component is located at the first position, the first clutch component and the second clutch component are closed, and the steering wheel is limited to rotate;

11. The apparatus of claim 10, wherein the locking member comprises a locking mechanism and a locking tongue;

and when the vehicle running state is the running state, the second clutch component is locked at the second position through the lock tongue.

12. The apparatus according to claim 10, characterized in that when the vehicle running state is a running state, if the lock member is in a locked state and the clutch is in a closed state, the vehicle running mode is switched to an automatic driving mode.

13. The apparatus of claim 10, wherein if the vehicle steering wheel state is a rotation-restricted state, the clutch is controlled to close to restrict the steering wheel rotation.

14. The apparatus of claim 10, wherein if a steering ratio adjustment request is received, the clutch is controlled to be closed to restrict the steering wheel from rotating when the steering wheel rotates to a steering angle limit position after the steering ratio is adjusted.

15. A vehicular apparatus characterized by comprising: a vehicle body, a steering wheel, a sensor, and a steer-by-wire system;

the storage and the controller are mounted on the vehicle body;

the memory to store one or more computer instructions;

the controller is configured to execute the one or more computer instructions for performing the steps in the method of any of claims 1-9.

16. A stored computer program product, characterized in that the computer program product is capable of carrying out the steps of the method according to any one of claims 1-9 when executed.